THE  LIBRARY 

OF 

THE  UNIVERSITY 

OF  CALIFORNIA 

LOS  ANGELES 


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To    Vyy,     kP  n^^(r^^j^^'^^ 


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THE 


Railroad  in  Education 


PROF.  ALEX.  HOGG,  M.  A.,  LL.D. 


Superintendent  Schools,  Fort  Worth,  Texas 


IVork  and  Wealth  are  Inseparable  Allies 


PRF3o  OF 

JOHN  P.  MORTON  AMD  COMPANY 

LGU'SVIT.I.E,   KENTUCKY 


ANNOUNCEMENT. 


In  endeavoring  to  keep  up  with  the  great  progress  of  the  rail- 
road world,  this,  the  fifteenth  edition  of  the  Railroad  in  Education, 
with  new  matter,  new  illustrations,  and  new  type,  is  given  to 
the  public.      Over  one  hundred  thousand  of  these  books  have 

uj  been  disposed  of — many  copies  going  into  the  public  schools  of  our 

>-   larger  cities. 

oc  Original    Object.     To   give    the    evolution    of    steam,   to 

CO 

^    chronicle  the  great  engineering  feats,  to  show  what  science  and 

skill  have  done  for  the  world ;  to  set  especially  before  the  youth 

s'     of  our  country  what  has  been  done  for  Higher  Institutions  of 

^    learning,  what  advantages  have  been  given  them  by  the  owners 

*    and  managers  of  the  railways ;  to  make  known  that  these  gifts 

have  been  in  the  line  of  an  advanced  civilization — looked  to  a 

3     broader  patriotism  as  lying  at  the  basis  of  a  better  citizenship. 

^  Present  Purpose.    -To  bring  about  a  better  understanding 

u     between  labor  and  capital    -to  demonstrate  that  the  very  vast- 

1*1 

K     ness  of  our  territory  suggests  the  necessity  of  aggregations  of 

^     capital — corporations ;  that  without  these  it  would  be  impossible 

to  have  so  great  a  country,  so  enlightened  a  people. 


(8) 

456744 


CONTENTS. 


PAGE 

Part  I 5 

The  Original  Address:  The  Railroad  as  an  Element  in  Education;  What  Steam  and  Steel, 
Science  and  Skill,  have  done  for  the  World  'delivered  before  the  International  Congress 
of  Educators,  World's  Exposition,  New  Orleans) — The  Evolution  of  Steam — The  Niagara 
Suspension  Bridge — The  Great  Tunnels— The  Brooklyn  Bi-idge— The  Dispatcher's  Accu- 
racy—Temperance and  Railroad  Men — "All  Right?"  "Go  Ahead!"  the  Language  of 
the  Continents — The  Rapid  Spread  of  the  Mother-Tongue — Charities  of  Railroad  Men — 
Tribute  to  the  Projector  and  Builder  of  the  Texas  and  Pacific  Railway. 

Part  II 34 

Reduction  of  Rates — Increased  Mileage — Loans  of  ex-Senator  Joseph  E.  Brown  to  Merito- 
rious Young  Men— The  Nature,  Objects,  and  Purposes  of  the  Stanford  University. 

Part  III 41 

Work  and  Wealth— Transmutation,  Transformation,  and  Transportation  Illustrated — Inter- 
state Commerce  Bill. 

Part  IV . 48 

Other  Heroes  than  the  World's — Short  Memoirs  of  Messrs.  Hoxie,  Noble,  and  Foreacre. 

Part  V 60 

Meeting  of  the  National  Educational  Association,  San  Francisco — The  Evolution  of  the 
Sleeping  Car — The  Madison  Meeting,  N.  E.  A. — Feats  of  Engineering — Loops  and  Tun- 
nels— The  Tehachapi  Love  Knot— The  Royal  Gorge — Safety  Appliances — Sunday  Trains 
—The  Death  of  Mr.  Charles  Crocker. 

Part  VI 78 

The  Inception  and  Historj-  of  Strikes— Personal  Liberty  the  Cornerstone  of  our  Govern- 
ment—Diagram: Average  Freight  Rates  on  Eighteen  Trunk  Lines  from  1872  to  1892 — 
Diagram:  Average  Wages  for  Fifty-two  Years,  from  1840  to  1891— Government  Control 
of  Railroads  not  the  Solution — The  Education  of  the  People  in  the  Schools  and  in  the 
Famihes  the  Solution. 

Part  VII 103 

Fast  Runs— Speed  Records — Discussion  Showing  that  on  Roads  Running  East  and  West, 
the  East-bound  for  Speed  will  have  the  Advantage — Comparative  Tabular  Statement  of 
the  Four  Great  Runs,  West  Coast,  New  York  Central,  Lake  Shore,  and  Wabash— "The 
Knights  of  Pythias  Train  the  Longest  Fast  Run  in  the  World,  Jacksonville,  Florida,  to 
Washington,  D.  C. — Other  Runs,  not  Special — Pennsylvania,  Chesapeake  and  Ohio — 
"Drew  the  Wrong  Lever  "—Discussion  Showing  Why  the  Brakeman  Threw  the  Switch 
the  Wrong  Way. 

Part  VIII 114 

The  St.  Louis  Union  Passenger  Station — Comparison  with  the  Great  Tabernacle,  Salt  Lake 
City — Description  of  the  Head-house  and  "Train-shed,  the  Largest  in  the  World — Diagram 
of  the  Tracks— Gift  of  Mr.  J.  J.  Hill. 

Part  IX 122 

Evolution  of  The  Baltimore  and  Ohio  Railroad — Simplon  Tunnel — Tunnel  under  city  of 
Baltimore— First  Charter — First  to  Use  Locomotive  Power — First  to  Employ  Electricity. 

•The  South  Terminal  Station,  Boston 126 

Its  Immensity — Its  Convenient  Arrangements — Louisville  and  Nashville  Station. 

The  Pennsylvania  Railroad  Tunnel 132 

Under  Hudson  River — Under  New  York  City — Under  East  River — Its  Results. 

The  Trans-Siberian  Railroad 136 

Its  Length — Cost — A  Highway  from  Paris  to  New  York — Around  the  Globe — The  Dream  of 
Napoleon  Contrasted  with  the  Prophecy  of  Benton — Napoleon,  War ;  Benton,  Peace. 

The  North  River  Bridge - 13& 

An  Illustration  of  the  Catenary  Curve. 

The  Three  Great  Factors  of  Modern  Civilization ---  140 

The  Public  School,  the  Printing  Press,  and  the  Railroad. 
(4) 


THE  RAILROAD  IN  EDUCATION. 


PART   I. 

ADDRESS  BEFORE  THE  INTERNATIONAL  CONGRESS  OF  EDUCATORS, 
WORLD'S  EXPOSITION,  NEW  ORLEANS.  188.5. 


STEAM  is  well-born;  is  a  lineal  descendant 
of  the  four  elements  of  the  ancients — 
earth,  air,  fire,  and  water — has  survived,  lived 
through  more  than  two  thousand  years,  gaining 
strength  from  its  own  usefulness  and  age;  is 
to-day  in  the  full  vigor  of  manhood.  As  a 
motive  power  steam  was  known  130  years  B.C.* 
Hero  of  Egypt  exhibited  his  Eolipile,  an  appa- 
ratus with  a  metallic  boiler,  provided  at  the 
top  with  two  horizontal  jet-pipes  bent  into  the 


form  of  an  5.  The  steam, 
escaping  from  these  jets 
and  reacting  upon  the  air, 
gave  a  rotary  motion  to  the  pipes.  Barker's 
centrifugal  mill  is  an  example  of  this  kind 
of  action. 

Blasco  de  Garay  of  Barcelona,  as  far  back 
as  1543,  propelled  with  steam  a  vessel  of  two 
hundred  tons.f 

But  passing  over  historical  details — lea\'ing 
out  the  controversies  of  aspiring  inventors 
and  discoverers — I  come  to  a  year  in  our 
civilization  memorable  for  rich  results. 


tS.\V.\RY'S  ENGINE. 


*  Spiritalia  seu  Pneumatica. 

t  This  experiment  was  made  on  the  17th  day  of  June,  1543,  in  the  presence  of 
commissioners  appointed  by  the  King,  Charles  V., whose  report  conferred  the  favor 
of  the  Crown  on  the  projector.  But  what  is  unaccountable,  nothing  more  ever  came 
from  this  singular  success. 

f  In  1698  Savary  obtained  a  patent  for  raising  water  and  occasioning  motions  to 
all  kinds  of  mill  work  by  the  impellent  force  of  fire. 

(5) 


THE    RAILROAD    IN    EDUCATION. 


In  1776,  the  "transmutations"  of  alchemy,  the  ideal  of  Para- 
celsus, gave  birth  to  the  real  of  Priestley  and  Lavoisier,  and  chem- 
istry as  a  practical  science  is  announced  to  the  world.  This  same 
year  Adam  Smith  published  his  Wealth  of  Nations.  This  same 
year  the  Declaration  of  Independence  was  proclaimed  by  the  Con- 
tinental Congress.  This  same  year  Watt  produced — perfected — 
his  "improved,"  his  "successful"  steam-engine. 

The  man  of  science  can,  with  pardonable  pride,  exclaim, 
"Arithmetic  fails  to  enumerate  the  'agents'  and  'reagents'  of 
chemistry!"  The  political  philosopher  can  point  to  the  real 
wealth  of  the  nations  as  the  best  result  of  his  science ;  the 
statesman  can,  with  true  patriotism,  refer  to  our  peaceful, 
our  happy  republic  as  the  legitimate  result  of  the  Dec-  y 
laration.  Individuals 
may  boast  of  the  tri- 
umphs of  these,  but  the 
millions  whose  burthens 
have  been  lightened  and 
lifted,  who  are  fed  and 
clothed  by  the  diversi- 
fied labors  of  steam,  may  ^__!^ 
be  excused  too — will  be 
pardoned — for  their  ap- 
preciation of  the  result  which  gave  to  the  world  the  steam- 
engine  of  James  Watt.  Patriotic  as  I  am,  and  claiming  as  I  do 
for  our  Fulton  the  first  successful  application  of  steam  to  navi- 
gation, in  the  Clermont  (1807),  I  as  cheerfully  accord  to  the 
mother-country  the  honor  due  George  Stephenson  (1829)  for  his 
successful  "run"  in  the  Rocket  over  the  Rainhill  trial  course. '=^ 

*S'rEPHENSOiN's  Prediction. — "I  venture  to  tell  you  that  I  think  that  you  will 
live  to  see  the  day  when  railways  will  supersede  almost  all  other  methods  of  convey- 
ance in  this  country,  when  mail  coaches  will  go  by  railway  and  railroads  will  become 
the  great  highways  for  the  King  and  all  his  subjects.  Tiie  time  is  coming  when  it 
will  be  cheaper  for  a  workingman  to  travel  on  a  railway  than  to  walk  on  foot.  I 
know  that  there  are  great  and  almost  insurmountable  difficulties  to  be  encountered, 
but  what  I  have  said  will  come  to  pass  as  sure  as  you  now  hear  me." 


THE  ROCKET. 


THE    RAILROAD    IN    EDUCATION. 


8  THE    RAILROAD    IN    EDUCATION. 

It  is  a  remarkable  fact  that  within  the  last  one  hundred  years 
science  has  made  its  most  rapid  strides.  Steam  and  electricity, 
motor  and  messenger,  have  \'ied  with,  not  ri\'aled,  each  other  in 
transporting  and  transmitting,  until  ''there  is  no  speech  nor  lan- 
guage where  their  voice  is  not  heard.  Their  line  is  gone  out  through 
all  the  earth,  and  their  words  to  the  end  of  the  zvorld.'' 

Classical  scholars  have  insisted  that  our  word  "educate"  is 
from  educere — to  draw  out;  and  hence  they  have  taught  that 
education  is  a  "  pumping"  process,  that  it  is  all  in  and  within  the 
miiid  of  the  child,  the  learner,  and  must  be  drawn  out;  and  thus 
to  their  theory  is  due  largely  the  one-sided  instruction,  or  the  total 
disregard  of  every  other  method.  The  truth  is,  our  word  "edu- 
cate" is  from  a  different  word — it  is  from  edncare,  which  means 
"to  bring  up,"  "to  train,"  "to  develop,"  "to  increase  and  give 
power  to."  There  can  be  no  mistake  from  this  view,  that  there 
is  a  pouring-into  as  well  as  a  pumping-out  in  the  process  of  edu- 
cation. 

I  have  no  war  against  the  classics.  So  far  from  it,  I  assert 
to-day  that  there  can  be  no  ' '  liberal  education ' '  without  the  clas- 
sics. Among  these,  however,  I  claim  the  first  place  in  order  and 
importance  shall  be  assigned  to  our  mother- tongue.*  The  Greek 
knew  no  other  than  his  own  language,  nor  did  the  Roman  go 
abroad  to  study  until  he  had  mastered  the  Latin.  Why,  then, 
should  we  ignore,  why  should  we  be  so  slow  to  acknowledge,  the 
claims  of  modern  science? 

In  the  demands  made  by  the  progressive  development  of  rail- 
road construction,  and  the  improvement  in  that  vast  field  alone, 
every  science  and  every  department  of  science  is  laid  under  con- 
tribution, until  we  have  here  the  fullest  and  happiest  illustration 
of  the  great  law  of  "  supply  and  demand." 

*"The  Roman  bestowed  upon  the  language  of  his  country  the  appellation  of 
patrius  sermo,  the  paternal  or  father  speech ;  but  we,  with  a  truer  and  tenderer 
appreciation  of  the  best  and  purest  source  of  linguistic  instruction,  name  our 
home-born  English  the  mother-tongue." 


THE    RAILROAD    IX    EDUCATION'.  9 

A  motive  power  greater  than  that  of  man  or  horse,  an  improved 
steam  engine,  is  called  for,  and  James  Watt  presents  his.*  And 
now  a  locomotive  is  needed  that  shall  transfer  this  mighty  energy, 
adapt  it  to  the  road,  and  George  Stephenson  controls  with  his  own 
hand  the  throttle  of  his  own  engine.  And  now  a  trestle,  and  now 
a  bridge,  and  now  a  suspension  bridge,  and  that,  too,  across  Ni- 
agara, and  the  occasion — science,  conscious  of  this  new  requisition 
— gives  to  the  world  John  A.  Roebling. 

Harmonizing  circumstances — Time,  the  great  arbiter,  comes 
in,  and  so  orders  it  that  Robert,  the  son  of  George  Stephenson, 
should  pass  over  Niagara  River  in  a  railway  train,  and  on  the  sus- 
pension bridge,  which  the  father  had  but  lately  declared  to  be  an 
impracticable  undertaking.  The  purpose  of  this  great  engineer's 
visit  to  this  country  was  to  make  an  inspection  of  the  location 
for  the  celebrated  tubular  bridge  at  Montreal.  Stephenson  had 
criticised  and  condemned  the  suspension  principle,  and  had 
approved  the  tubular  girder  for  railway  traffic.  At  that  time 
doctors  of  science — engineers — differed  as  to  their  theories,  but, 
as  now,  they  also  agreed  upon  the  facts  as  exhibited  in  the  results. 

In  1874  I  visited  Niagara  Falls,  spent  two  days,  was  delighted, 
amazed,  and  awed  in  turn  at  this  wonderful  manifestation,  this 
remarkable  phenomenon  of  nature.  From  the  Falls  I  went  to  the 
suspension  bridge.  Here  stood  two  through  express  trains  await- 
ing the  signals  to  move  on  their  ways,  east  and  west.  At  the  ap- 
pointed moment  they  did  move.     Without  tremor  or  oscillation 

*The  steam  engine,  that  scarcely  inanimate  Titan,  that  living,  burning  mechan- 
ism, was  brought  nearly  to  its  perfection  by  James  Watt.  James  Watt  took  out  his 
patent  in  1769,  that  great  year  in  which  Welhngton  and  Napoleon  were  born;  and 
ages  after  the  names  of  Austerlitz  and  Waterloo  shall  perish  from  the  memory  of  man, 
the  myriad  hosts  of  intelligent  labor,  marshaled  by  the  fiery  champion  that  James 
Watt  has  placed  in  the  field,  shall  gain  their  bloodless  triumphs,  not  for  the  destruction 
but  the  service  of  mankind.  All  hail  then  I  say  to  the  mute,  indefatigable  giant!  In 
the  depths  of  darksome  mines,  along  the  pathways  of  travel  and  of  trade,  and  on  the 
mountain  wave,  drag,  urge,  heave,  to'l,  for  the  service  of  man!  No  fatigue  shall  palsy 
thy  herculean  arm!  No  trampled  hosts  shall  writhe  beneath  thine  iron  foot!  No 
widow's  heart  shall  pay  bleeding  tribute  to  thy  beneficent  victories! 

Edward  Everett. 


10 


THE    RAILROAD    IN    EDUCATION. 


that  bridge  sustained  its  accustomed  load,  performed  its  duty,  as 
it  had  done  thousands  of  times  before,  as  it  had  done  fifty  times 
that  very  day. 

When  I  saw  this  bridge  spanning  this  angry  river,  support- 
ing these  hea\'ily  laden  trains,  I  felt  this  inspiration;  I  said, 
"This  bridge  for  the  creature  is  equal  to  yon  cataract  for  the 
Creator." 

But  again,  an- 
other demand — a 
higher  principle 
still — a  fiat  had 
gone  forth  that 
not  only  shall 
''Every  valley  be 
exalted,  but  every 
mountain  and  hill 
shall  be  made  lou:: 
and  the  crooked 
shall  be  made 
straight,  and  the 
r  oil  gh  places 
plaint  Streams, 
rivulets,  rivers 
had  been  bridged,  the  valley  had  been  exalted;  the  crooked 
route  must  now  be  made  straight,  the  mountain  must  be  made 
low.  No  longer  can  time  be  consumed  in  searching  out  the  pass- 
able passes,  in  following  the 
tortuous  gorge.  The  yawning 
chasm,  the  deep  canon,  the 
treacherous  glacier,  the  awful 
a\'alanche,  snow  and  ice, 
mountain-pass  and  mountain-  ^>«>»vwvjr.x» 

peak — all,  all  must  be  shunned  the  cantilever. 


THE  ORIGINAL  BRIDGE, 


THE    RAILROAD    IN    EDUCATION.  H 

— must  be  left  to  enjoy  undisturbed  their  lofty  abode  amid  its 
chilly,  frozen  environments.  Whether  Pyrenees  or  Alps,  Alle- 
ghany or  Hoosac,  all  ranges  standing  in  the  way  of  the  loco- 
motive must  be  made  low,  must  be  tunneled. 

Science,  quietly  observing  what  is  going  on,  anticipating  these 
new  and  still  greater  demands,  accordingly  prepares  for  yet  greater 
results,  and  at  this  juncture  and  for  this  stupendous  work  fur- 
nishes both  the  engineering  skill  to  conduct  and  the  new  motors, 
Burleigh  drills,  and  air  compressors  to  perform  the  boring,  and 
d3mamite  to  do  the  blasting,  and  we  have  ]\Iount  Cenis  Tunnel,  a 
trifle  less  than  eight  miles  in  length,  thirteen  and  a  half  years 
building,  at  a  cost  of  $15,000,000 ;  St.  Gothard,  nine  and  a  quarter 
miles,  seven  and  a  half  years  building,  at  a  cost  of  $9,700,000, 
consuming  half  the  time,  at  two  thirds  the  cost  of  the  Cenis  Tunnel, 
the  reason  for  this — improved  implements ;  the  Hoosac  Tunnel, 
some  five  miles  in  length,  eleven  years  in  building,  costing 
$13,000,000. 

One  among  the  first  railroad  tunnels  in  the  United  States  was 
the  Alleghany  Portage  double-track,  nine  hundred  feet  long,  cost- 
ing some  $21,840. 

I  must  be  pardoned  for  mentioning  in  this  connection,  that 
here  particularly  the  skill  of  the  engineer  is  tested  in  the  use  of  the 
most  accurate  instruments  and  of  the  most  celebrated  makers. 
In  boring  the  Mosconetcon  Tunnel  on  the  Lehigh  Valley  Railroad 
— a  work  less  in  extent  than  some,  but  said  to  be  of  as  great  mag- 
nitude, on  account  of  the  presence  of  water  and  other  difficulties, 
as  any  of  the  American  tunnels — the  east  and  west  headings  met 
in  December,  1874,  whereupon  it  was  found  that  the  error  in  level 
and  alignment  was  less  than  half  an  inch. 

To  be  an  engineer  in  the  full  and  complete  sense  of  the  term 
embraces  all  sciences,  pure  and  applied.  Nor  are  the  languages  to 
be  left  out.  Through  the  Latin  we  learn  of  Csesar's  bridge, 
through  the  Greek  of  Xerxes'  bridge  of  boats  ( f>ontoons).     That  is 


12  THE    RAILROAD    IX    EDUCATION. 

not  a  complete  curriculum  that  would  leave  French  and  German 
out  of  the  engineer's  course.  Our  Latin  teachers  are  xevy 
proud  when  their  brightest  scholars  can  translate  the  description 
of  Caesar's  bridge.  It  is  considered  hard  Latin ;  it  is  given  as  a 
task — not  for  the  information  about  the  bridge,  but  because  of 
the  difficulty  of  the  translation. 

Xow,  Mr.  President,  turn  your  countenance  upward ;  exercise 
the  prerogative  you  enjoy  above  the  rest  of  the  animals  ("  .  .  . 
qiuB  natiira  prona"),  behold  the  arches  that  support  this  Grand 
Structure  I  Tell  me  if  there  is  not  more  study,  more  beauty  in  one 
of  these  than  in  a  whole  book  of  Caesar  ? 


[The  new  East  River  Bridge,  the  plans  of  which  have  just  been  adopted  by  the 
Commission  in  charge  of  the  work,  will  be  the  longest  suspension  bridge  in  the  world, 
exceeding  the  present  Brooklyn  Bridge,  however,  by  only  four  feet  six  inches.] 

In  1883,  and  in  this  country,  there  has  been  completed  and 
opened  the  greatest  structure,  the  grandest  monument  to  skill 
and  science — to  father  and  son.  to  John  A.  and  Washington  A. 
Roebling — to  the  former  for  the  conception,  to  the  latter  for  the 
construction  of  the  Brofjklyn  Bridge — the  longest  span  in  the 
world.  In  the  building  of  this  highway,  virtually  making  Xew 
York  and  Brooklyn  one  city,  the  entire  domain  of  science  has 
been  laid  under  contribution.  Eveny'  formula  of  mathem.atics, 
ever^--  discovery-  of  chemistr\',  e^•er\^  law  of  physics,  all  have  fur- 
nished their  quota.  Every  department  of  human  industrv^  every 
tool  invented  by  the  ingenuity  of  man.  has  borne  its  part  in  the 
final  result.     Without  the  most  recent  discoveries  of  science,  the 


THE    RAILROAD    IX    EDUCATION.  13 

converting  of  iron  into  steel  by  the  pneumatic  process,  the  bridge 
in  its  present  form  could  not  have  been  built.  I  can  not  describe 
in  detail  all  the  creative  and  constructive  efforts  of  the  human 
mind  in  this  great  work.  It  is  not  necessary;  it  is  finished — 
''Finis  coronal  opus.'' 

All  this,  however,  is  upon  but  one  side,  the  department  of  con- 
struction, the  building  of  railroads. 

There  is  still  another  side,  the  operating  department,  in  which 
to  accirracv  of  calculation  must  be  added  discretion,  sound  judg- 
ment, and  all  the  higher  qualities  of  head,  and  heart  too.  Here 
we  learn — we  take  an  accoimt  of  exceedingly  sm.all  things:  here 
we  hear  the  name  of  the  nonentity,  the  imaginar\-  niilL  and  use  it 
in  actual  daily  transactions:  "So  many  tons  a  mile  at  so  many 
mills  per  ton.""  "  It  will  cost  so  many  mills  to  move  such  freight ; 
therefore,  in  order  to  pay  dividends  and  cover  r)perating  expenses, 
we  must  charge  so  much  per  hundred." 

The    tables — operating    expenses — have    these    items:  "The 

amount  of  coal  used  this  year  compared  with  last  on  Division 

was  1 .8  pounds  more,  or  2.3  pounds  less  per  mile." 

In  what  school  can  a  pupU  be  found  who  would  distribute  the 
tax-assessment  for  elexen  hundred  miles  of  railway,  passing 
through  twenty-nine  counties,  and  the  miles  and  hundredths  of  a 
mile  in  each  county  to  be  taken  into  account,  each  county  assess- 
ing a  dillterent  valuation,  and  balance  up  the  whole  to  w4thin  iive 
mills,  one  half  of  one  cent? 

These  are  some  of  the  problems  and  these  are  some  of  the 
questions  that  are  solved  by  the  railroad  accountants. 

The  curse  of  our  schools  and  colleges,  and  universities  too,  is 
the  lack  of  accuracy.  And  I  am  not  sure  but  the  careless  use  of 
slates  and  blackboards  has  much  to  do  with  it.  It  is  so  easy  to 
sav.  ••  Oh  1  that  is  wrong — rub  it  out."  In  railroai^ing  you  can  not 
"rub  it  out."'* 

*You  do  not  find  slates  and  blackboards  in  the  rooms  of  accountants. 


14  THE    RAILROAD    IN    EDUCATION. 

The  dispatcher  who  sits  at  his  table  with  fifty — a  hundred  and 
fifty — trains  on  the  rail  has  more  responsibility  every  way  than 
the  general  who  directs  an  army. 

"  Some  one  had  blundered,** 
was  said,  when  at  Balaklava, 

"  Then  they  rode  back,  but  not — 
Not  the  six  hundred.'" 

Some  one  has  blundered  in  Egypt.  Had  Palmerston  built  a 
railroad  from  Cairo  to  Khartoum,  there  w^^uld  not  now  be  a  rebel 
in  the  Soudan  to  annoy  Gladstone. 

Your  World's  Exposition  reminds  me  of  the  Centennial  (1876) 
at  Philadelphia.  The  latter  was  full  of  examples — fruitful  illus- 
trations— of  what  accuracy  and  precision  in  railroad  manage- 
ments accomplish  in  safety  to  property  and  person.  The  Pennsyl- 
vania road  alone  gave  receipts  for  16,039  cars  of  building  material 
-  for  4,116  cars  of  exhibits  placed  within  the  Centennial  grounds, 
without  a  single  claim  being  made  for  damage.  The  total  num- 
ber of  pieces  of  baggage  received  and  delivered  at  the  several 
stations  amounted  to  730,486  pieces.  Of  these,  twenty-six  pieces 
were  lost,  the  claims  for  which  amounted  to  $1,906.99.  Total 
number  of  passengers  from  May  loth  to  November  loth,  4,955,7 1 2, 
carried  without  injury  to  a  single  one.  Add  to  this  that  during 
the  vear  1876  this  road  moved  17,064,953  tons  of  freight  and 
18,363,366  passengers  without  loss  of  life  or  harm  to  any  one. 

With  these  facts  before  me  I  am  ready  to  believe  the  following: 
"A  French  statistician  observes  that  if  a  person  were  to  live  con- 
tinually in  a  railway  carriage,  and  spend  all  his  time  in  railway 
traveling,  the  chances  of  his  dying  from  a  railway  accident  would 
not  occur  until  he  was  nine  hundred  years  old." 

But  the  railroad  is  solving  other  problems — social  problems, 
commercial  problems,  farming  problems. 


THE    RAILROAD    IN    EDUCATION.  15 

The  poet  has  said : 

''Seas  shall  join  the  regions  they  divide." 

The  railroad  answers:  And  continents  shall  unite  the  oceans 
they  separate.  The  rich  valleys  of  the  interior,  the  fertile  plains 
of  the  "  Far  West,"  are  made  neighbors  to — find  markets  upon— 
the  very  shores  of  the  Atlantic,  all  by  and  through  the  agency  of 
the  railroad. 

We  hear  a  great  deal  about  the  Great  West !  Pray,  what  has 
made  the  West  so  great?  Not  greatness  of  territory  solely — not 
great  distances,  but  the  potentiality,  the  living,  working  capacity 
of  the  locomotive — the  greatest  pioneer,  the  greatest  missionary 
ever  sent  out  by  Church  or  State. 

What  makes  Chicago  the  successful  rival  of  New  York  ?  The 
latter  is  the  senior  of  the  former,  not  only  by  scores,  but  by  two 
hundred  years.  The  ten  thousand  miles  of  railway  tributary  to 
Chicago — the  seven  hundred  trains  (three  hundred  and  fifty 
arriving  and  three  hundred  and  fifty  departing  daily) ,  with  their 
heavily  laden  cars  of  both  passengers  and  freight — have  some- 
thing to  do  with  the  prosperity,  the  metropolitan  pretensions  of 
the  "  Lake  City."* 

What  will  make  your  city  the  rival  of  both  New  York  and 
Chicago?  Not  because  she  is  the  outlet  of  the  Mississippi  Basin, 
but  because  she  is  the  eastern  terminus  of  the  railroads  of  the 
Pacific  Slope,  the  Southwest,  the  Northwest. 

The  superintendent  of  our  last — the  tenth — census  says: 
"  The  closeness  with  which  the  center  of  population,  through  such 
rapid  westward  movement  as  has  been  recorded,  has  clung  to  the 
parallel  of  39°  of  latitude  can  not  fail  to  be  noticed."  He  does  not, 
however,  say  a  word  as  to  the  cause  of  this  singular  movement 
westward  four  hundred  and  fifty-se\'en  miles  in  ninety  years. 

*  To-day  the  number  of  trains  entering  and  departing  are  double  what  they 
were  in   1885. 


16  THE    RAILROAD    IN    EDUCATION. 

Near  and  upon  the  ;^S°,  39°,  and  40°  of  latitude  maybe  found 
three  of  the  great  trunk  raihvays. 

But  their  location  is  still  another  problem.  The  peculiar 
climate,  productiveness  of  the  soil,  and  the  early  settlement  of 
this  region  have  all  something  to  do  with  it.  Here  is  problem 
growing  out  of  problem,  fruitful  each  to  the  student  of  social 
philosophy. 

But  again.  I  argue  more  directly  because  more  demonstra- 
tively tangible,  that  the  school  interest,  the  schools  themselves, 
have  flourished  and  spread  their  influence  in  the  direct  ratio  of 
the  number  of  miles  of  railroad  in  the  State.  Massachusetts,  at 
home  and  abroad,  stands  at  the  head  of  our  school  system;  nor  is 
it  disputed  that  in  her  borders  we  find  models  of  true  culture  and 
refinement.  Massachusetts  has  a  mile  of  railroad  to  every  four 
square  miles  of  territory. 

This  is  a  case  from  the  extreme  East.  I  take  an  example  from 
what  used  to  be  termed  the  West,  now  about  the  middle  of  our 
country :  Ohio  has  a  mile  of  railroad  for  every  six  square  miles  of 
territory.  Ohio  has  pretty  good  school  facilities,  and  of  late  has 
furnished  her  full  quota  of  Presidents.  But  select  at  will  any 
State,  and  upon  the  map  mark  the  seats  of  institutions  of  learning 
— schools,  academies,  colleges,  and  universities — and  you  will 
find  them  all  arranged  along  the  lines  of  the  great  railroads.  Eng- 
land and  Wales,  Belgium,  Switzerland,  and  Scotland  possess  the 
greatest  railway  facilities.  These  also  enjoy  the  greatest  freedom, 
the  best  systems  of  schools,  of  all  the  European  States. 

But  to  come  still  nearer.  Texas  is  an  example  in  which  from 
being  the  largest  State  in  the  Union  territorially,  she  has  become 
also  greater  in  resources  than  any  of  her  sister  States  of  the  South, 
simply  on  account  of  the  indissoluble  bond  between  her  school- 
lands  and  her  railroads. 

Of  seventy -four  cities  and  towns  assuming  control  of  their 
schools,  supplementing  the  amount  received  from  the  State  (five 


THE    RAILROAD    I>^    EDUCATION.  17 

doUarr,  for  each  pupil  of  scholastic  age  annually)  by  a  special  tax, 
sixty-six  of  these  are  directly  upon  the  lines  of  railways,  while  the 
remaining  eight  are  of  easy  access  to  railroads.* 

We  hear  a  great  deal  about  what  ' '  The  Fathers  of  Texas ' ' 
have  done  for  the  education  of  all  the  children  of  the  State;  the 
thousands  of  leagues  of  land  reserved  for  the  counties  -the  mil- 
lions of  acres  for  the  general  school  fund.  These  historians  should 
go  a  little  further,  and  tell  us  what  these  "  millions  of  acres"  were 
worth  before  the  railroad  companies  surveyed  and  brought  these 
lands  to  the  attention  of  the  world.  It  is  true  that  the  railroads 
received  sixteen  sections  of  land  for  every  mile  of  road  built,  con- 
ditioned, however,  upon  the  companies  surveying  their  own, 
together  with  the  equal  number  of  sections  (alternates)  for  the 
schools.  The  entire  expense  of  surveying  and  returning  a  double 
set  of  field  notes  to  the  General  Land  Oflftce,  at  Austin,  was  borne 
by  the  resjDective  railroads.  These  lands  were,  for  the  most  part, 
hundreds  of  miles  beyond  civilization;  indeed,  the  roads  have 
been  extended  more  rapidly  than  a  paying  traffic  would  warrant 
in  order  to  develop  their  lands,  to  bring  them  into  market. 

The  Texas  and  Pacific  wore  out  its  main  line  of  444  miles  m 
building  the  extension  west  of  616  miles — was  a  practical  example 
of  the  problem:  "How  far  would  a  boy  travel,  starting  from  a 
basket  two  yards  from  the  first  egg,  and  carrying  singly  to  the 
basket  one  hundred  eggs,  two  yards  apart,  in  a  straight  line'""! 

But  whatever  develops,  enhances  the  railroad  "sections," 
enhances  the  school  "  alternates,"  until  lands  heretofore  not  com- 
manding twenty-five  cents  an  acre  are  now  readily  sold  for  two 
dollars;  or,  the  railroads  have  increased  the  school  funds  eight- 
fold, have  multiplied  their  values  until  Texas  boasts  of  a  free- 
school  fund  of  ninety-five  million  dollars — a  fund  that  will  vield, 
at  five  per  cent  per  annum,  $4,750,000. 

*1902.  There  are  now  326  districts ;  of  these  271 ,  or  83  per  cent,  are  directlv  upon 
the  lines  of  railroads. 

fSome  idea  can  be  formed  of  the  amount  of  wear  and  lear  on  the  road,  when  it  is 
understood  that  the  boy  traveled  11  miles  840  yards. 


18  THE    RAILROAD    IX    EDUCATION. 

In  valuati(Mi,  the  report  of  the  Comptroller  shows  the  railroads 
to  be  the  third  in  order.  Of  course  land  and  other  realty  hold  the 
first  place,  and  live  stock  the  second.  The  six  thousand  miles  of 
railroad  in  Texas,  at  one  half  the  average  cost  throughout  the 
United  States,  would  amount  to  $210,000,000. 

By  reference  to  the  report  of  the  Comptroller,  it  appears  that 
the  taxable  property  of  the  State  was 

In  1872 $208,508,372 

In  1877 319,373,221 

In  1878 303,202,426 

In  1879 304,193,163 

In  1880 , 301,470,736 

In  1881 375,000,000 

In  1882.. 419,927,476 

In  1883 527,537,390 

In  1884 603,060,917 

In  1870  there  were  less  than  300  miles  of  railroad  in  the  State. 
From  1870  to  1877  there  were  added  1,300  miles;  400  miles  were 
built  in  1877,  200  in  1878,  and  700  each  in  187Q  and  1880,  while  in 
1 88 1  there  were  built  over  1,500  miles.  Since  1881  there  have 
been  added  by  the  completion  of  roads  projected  nearly  one 
thousand  miles  more.  It  will  be  observed  that  the  gains  in  the 
wealth  of  the  State  followed  the  years  of  greatest  mileage  built. 
Was  it  not  dependent  on  the  increased  extension  of  the  rail- 
road ?* 

I  know  of  no  better  criterion  by  which  to  measure  the  real 
wealth  of  the  State — the  prosperity  and  progress — than  by  the 
railroad  earnings.  The  gross  earnings  of  the  Texas  roads  for  1883 
are  put  down  at  $21,450,445.  But  this  is  a  small  item,  a  very 
small  factor,  compared  with  the  real  amount  and  value  of  the 
products  themselves,  when  it  is  remembered  that  the  freight  was 
moved  at  an  average  cost  of  1.8  cents  per  ton  per  mile;  that  pas- 
sengers were  carried  for  3.5  cents  per  mile  before  the  late  law  (3 


THE    RAILROAD    IN    EDUCATION.  19 

cents)  went  into  effect.  However,  passenger  traffic  is  every- 
where small  as  compared  with  freight,  being  in  Texas  less  than  a 
third  of  the  gross  earnings. 

By  a  comparison  of  the  average  cost  of  moving  a  ton  a  mile  in 
the  several  groups  of  States,  it  will  be  found  that  Texas  roads  are 
not  exorbitant  in  their  charges.  It  costs  in  New  England  1.7 
cents  per  ton  per  mile;  in  the  Middle  States  one  cent  per  ton;  in 
the  Southern  States  1.8  cents;  in  the  Western  States  1.2  cents; 
in  the  Pacific  States  2.2  cents  per  ton  per  mile.  Xor  is  a  compari- 
son of  these  rates  with  the  leading  countries  of  Europe  damaging 
to  America.  The  actual  cost  to  the  companies  (not  what  they 
charge  for  moving  a  ton  a  mile)  in  France  is  i .7  cents ;  in  Belgium 
1.5  cents  per  ton  per  mile. 

Much  is  heard  about  "The  monopolies,"  "The  soulless  cor- 
porations!" I  can  not  see  where  so  much  monopoly,  so  much 
extortion,  so  much  discrimination  comes  in.  That  can  not  be 
very  oppressive  to  the  laboring  man  which  transports  his  year's 
provision,  for  one  day's  labor,  from  Chicago  to  any  Eastern  point. 
That  can  not  be  a  discrimination  against  the  consumer,  at  least, 
which  transports  from  Chicago  to  New  York  seventeen  barrels  of 
flour  at  the  rate  of  one  mile  for  one  cent.  I  know  of  no  lesson  so 
fruitful  in  its  teachings  as  the  reduction  in  railway  charges  made 
by  the  railroad  managements  themselves  from  1873  to  1879. 
Competition,  the  great  law  governing  all  trades,  forced  this  reduc- 
tion, and  by  which  carefully  prepared  statistics  show  that  these 
corporations  lost,  or  there  was  saved  to  the  shippers  -the  con- 
sumers really — in  the  space  of  six  years,  $992,000,000  in  freights 
alone. 

I  do  not  wish  to  be  understood  as  denying  the  rights  of  legis- 
latures, or  Congress,  the  regulation,  as  it  is  termed,  of  railroads. 
I  simply  propose  to  state  the  facts — the  results  in  two  cases: 
The  New  York  Central  was  chartered — consolidated — in  the  face 
of  determined  opposition.      Passenger  rates  were  fixed  by  law  at 


20  THE    RAILROAD    IN    EDUCATION. 

two  cents  per  mile.  After  the  lapse  now  of  twenty  years  the 
rate  is  still  two  cents  a  mile.  The  freight  rates  were  left  with- 
out regulation — the  latter  have  been  reduced  from  3  cents  per 
ton  per  mile  to  .83  of  a  cent  a  ton  a  mile ;  or  the  result  of  com- 
petition has  lowered  the  rate  to  less  than  one  third  of  the 
former  rate. 

The  Texas  and  Pacific  has  reduced  its  freight  from  3.34  cents 
per  ton  per  mile  (1877)  to  1.76  cents  in  1883,  a  reduction  of  nearly 
one  half.  Here  is  a  fruitful  study  for  the  political  mathematician 
— the  legislative  accountant. 

When  the  legislature  of  Texas  reduced  the  passenger  fare  from 
five  to  three  cents  per  mile,  I  was  met  by  the  Hon.  John  Han- 
cock, now  a  member  of  Congress  from  this  State,  and  addressed 
thus: 

"  Professor,  I  understand  you  say  that  while  the  passenger 
gets  the  benefit  of  40  per  cent  reduction,  that  the  railroads  have 
really  lost  66^  per  cent.     I  do  not  see  this!" 

Said  I:  "Do  you  see  the  first?"  "Yes,"  said  he.  I  asked, 
"What  part  of  three  must  you  add  to  make  the  result  five?" 
Said  he,  "Two  thirds."  "That  is,"  said  I,  "the  roads  must  now 
carry  five  passengers  at  three  cents  to  realize  the  same  that  they 
did  for  carrying  three  passengers  at  five  cents.  Or,"  said  I,  "to 
be  more  practical,  hold  up  your  five  fingers;  turn  two  down — two 
fifths  off.  Now,  return  from  three  to  five,  add  two,  turn  the  same 
two  up ;  two  thirds  of  three  this  time  ? "  "I  see  it, ' '  said  he ;  "  You 
shall  have  the  chair  of  mathematics  in  our  State  university." 

In  this  same  legislative  discussion  another  fallacy — a  very 
grave  mistake — was  made  by  these  legislative  accountants.  It 
was  contended  that  since  the  New  York  Central  carried  pas- 
sengers for  two  cents  a  mile,  the  Texas  roads  could  certainly  do 
it  for  three — that  the  reduction  of  the  rate  would  more  than 
double  the  amount  of  travel — that  people  would  travel  simply  to 
travel  I 


THE    RAILROAD    IN    EDUCATION  21 

Another  comparison:  The  New  York  Central  has  not  quite 
I, GOO  miles  of  main  track  (953).  In  1883  this  road  carried  10,746- 
925  passengers.  Since  a  proportion  is  a  comparison,  "If  1,000 
miles  carry  11,276,930,  how  many  should  6,000  miles  carry?" 
Answer,  67,661,580;  or,  according  to  our  last  census,  more  than 
forty-two  times  the  entire  population  of  Texas ^that  is,  every  man, 
woman,  and  child — would  have  to  make  forty-two  trips  each  to 
put  the  roads  of  Texas  upon  the  same  basis  as  the  New  York 
Central. 

The  facts  show  that  the  results  of  legislative  restrictions  have 
maintained  maxinmm  rates,  while  without  these  restrictions  the 
tendency  to  lower  rates  has  been  the  uniform  rule. 

Killing  the  goose  that  lays  the  golden  egg  is  not  quite  the  fable 
to  which  I  would  point  our  legislative  regulators,  but  I  would  re- 
mind them  of  the  story  of  Cadmus  endeavoring  to  rescue  his  sister 
Europa,  carried  off  by  Jupiter,  that  while  he  destroyed  the 
dreadful  serpent,  that  going  still  further,  following  the  advice  of 
Minerva,  he  sowed  the  teeth  of  the  dragon,  which  immediately 
springing  up  as  armed  men  destroyed  each  other.  Cadmus  him- 
self, however,  was  exempt  from  this  terrible  catastrophe. 

"  The  discriminations,"  as  they  are  termed,  between  local  and 
through  rates,  are  the  same  that  are  hourly  met  with  between  the 
retail  and  wholesale  dealers  in  our  towns  as  well  as  cities.  The 
railroad  managements  "do  discriminate,"  and  always  in  favor  of 
the  press  and  the  pulpit.  A  prominent  minister  of  one  of  our 
leading  denominations  told  me  he  had  ridden  free,  in  one  year, 
24,640  miles  upon  the  various  roads  of  Texas — over  5,000  miles 
being  upon  the  lines  of  a  single  company.  Hundreds  of  other 
ministers  can  testify  to  this  same  liberality  of  these  same  cor- 
porations toward  the  spread  of  the  Gospel.  The  Texas  roads 
keep  a  temperance  lecturer  continually  traveling  over  the  State, 
free  as  to  transportation,  to  wage  a  ceaseless  war  against  intem- 
perance. 


22  THE    RAILROAD    IN    EDUCATION. 

One  of  our  greatest  General  Managers  says:  "At  all  times  put 
me  down,  first,  in  favor  of  public  free  schools;  second,  and  under 
all  circumstances,  against  whisky."  If  temperance  legislation 
would  go  as  far  as  railroad  managers,  soon  we  would  be  rid  of 
drunkenness.  Gradually,  slowly,  if  you  choose,  but  they  are  com- 
ing to  it.  The  general  orders  are  beginning  to  read:  "No  man 
who  uses  intoxicating  liquors  will  be  retained  in  the  employ  of  this 
company."  This  year  orders  have  been  issued  prohibiting  the 
use  of  intoxicating  liquors  off  as  well  as  oji  duty,  on  the  whole 
Missouri  Pacific  system.  It  has  been  the  standing  order  of  the 
Baltimore  and  Ohio  and  other  roads  for  years.  The  next  step 
will  be  to  prohibit  the  use  of  tobacco ;  a  narcotic  only,  it  is  true, 
but  to  the  habitual  user  is  next  in  its  deleterious  influence  to 
whisky.  The  railroads  will  regulate  themselves — are  doing  it 
every  day.  There  are  many  things  about  them  I  would  like  to 
see  changed ;  there  are  many  things  they  would  change  them- 
selves, and  they  themselves  will  change  them. 

There  is  also  a  growing  apprehension,  a  needless  alarm  upon 
the  part  of  the  people,  as  to- the  increasing  power  of  the  railroads. 
Fears  are  expressed  that  they  will  control  the  government — not 
for  good,  but  for  evil.  The  recent  introduction  of  steam  as  a  road 
motive-power  (in  this  country  not  till  1830),  the  rapid  progress  of 
railroad  construction,  and  the  length  of  the  lines  operated — 
122,000  miles — the  immense  values  that  are  represented,  $6,500,- 
000,000  {six  thousand  five  hundred  millions  of  dollars),  one  eighth 
of  the  aggregate  values  of  all  kinds  of  property  in  the  Union— all 
these,  with  the  changed  conditions  wrought  by  them,  have  had 
much  to  do  in  creating  this  alarm.  But  this  has  reference  to  our 
own  country  only.  The  lines  of  railroads  in  the  five  divisions  of 
the  earth,  according  to  Baron  Kolb,  cost  sixteen  billions  of  dollars, 
and  will  reach  eight  times  around  the  globe.  And  all  this  has  been 
brought  about  in  a  little  over  half  a  century.* 

*The  first  railway  worked  by  steam  was  opened  between  Darlington  and  Stock- 
ton, September  25,  1825. 


THE    RAILROAD    IN    EDUCATION.  23 

If  Britannia  ruled  the  seas  through  her  ships,  why  not  Colum- 
bia rule  the  continents  through  her  locomotives?  We  do  not  hear 
that  the  mother-country  ever  used  her  navy  to  oppress  her  own 
people ;  why  fear  that  the  daughter  will  use  her  railroads  to  mar 
her  ow^n  beauty  or  to  defeat  her  own  greatness  ? 

I  have  said,  "The  railroad  is  solving  commercial  and  social 
problems — is  the  greatest  pioneer,  the  greatest  missionary  ever 
sent  out  by  Church  or  State."  Have  I  not  fully  sustained  these 
positions  ? 

In  i8So  I  said  to  The  Natiojial  Teachers'  Association,  a  body 
of  thinkers  not  surpassed  in  this  or  any  other  country:  "  I  believe 
the  whistle  of  the  Texas  and  Pacific  locomotives  will  carry  our 
civilization,  our  enterprise/  our  religion,  and  our  language  into  the 
rocky  Sierra  Xevadas,  until  not  only  Mexico,  but  from  the  Lakes 
to  the  Gulf,  and  from  ocean  to  ocean,  will  be  ours,  and  that, 
too,  without  a  battle-flag." 

During  the  past  three  vears  the  American  railroad  has  been 
pushing  on,  is  invading  quietly,  peacefully,  successfully,  the  capi- 
tal of  the  Montezumas.  The  commission  proposed  by  a  member 
of  Congress  from  Texas,  only  a  year  ago,  "To  cultivate  amicable 
and  commercial  relations  with  the  countries  in  Central  and  South 
America,"  is  actively  about  its  mission  of  Peace — Good  Will. 
The  time  is  not  far  distant — "it  is  only  a  question  of  time" — 
when  we  shall  realize  the  grand  conception  of  Columbus,  a  pas- 
sage to  the  East  Indies  bv  sailing  west — indeed  much  more  than 
Columbus  ever  dreamed  of — for  the  American  railroad  builders, 
extending  their  efforts,  pushing  their  lines  south,  and  north,  into 
Central,  into  South  America,  into  Alaska,  crossing  Bering  Strait 
(only  fifty-six  miles  wide)  in  a  steamer,  will  thus  connect  by  a 
continuous  and  unbroken  highway  all  the  continents;  will  bind, 
will  unite  by  this  great  commercial  artery  the  interests  of  Chili 
and  Brazil  with  Japan  and  China,  New  York,  San  Francisco  and 
Yukon  with  Moscow  and  St.  Petersburg:. 


24 


THE    RAILROAD    IN    EDUCATION. 


BERING  STRAIT. 


Byron  wrote,  little  more  than  half  a  century  ago: 

But  every  mountain  now  hath  found  a  tongue, 
And  Juta  answers  through  her  misty  shroud, 
Back  to  the  joyous  Alps,  who  call  to  her  aloud. 

To-day,  were  he  living,  he  would  realize  his  prophecy  fulfilled; 
he  would  hear,  and  in  his  dear  mother-tongue,  not  only  amid  Al- 
pine heights,  but  upon  every  plain  in  Europe  and  Asia:  "All 


A  clever  Modern  Philologist  shows  that  the  English  language 
is  spoken  to-day  by  100,000,000  of  people,  that  soon — within  a 
hundred  years— will  be  the  language  of  1,000,000,000  (one  thou- 
sand million)  souls;  adds,  that  then  the  great  languages  of  the 
world  will  be  the  English,  Chinese,  and  Russian,  with  the  English 
far  in  the  lead.  But  he  does  not  tell  us  to  what  influence  this 
wonderful  spread  of  our  language — this  universality  of  ourmother- 
tongue — is  due.  He  does  not  tell  why  Europe  was — is  to-day — a 
Babel.     He  does  not  tell  us  that  steam  and  electricity,  iron  and 


THE    RAILROAD    IN    EDUCATIONT.  25 

steel,  have  enabled  this  people  to  subdue,  to  possess  the  earth  this 
side  the  Atlantic.  He  does  not  tell  us  that  the  echoes  and  re- 
echoes of  the  steam-whistle  were  not  heard  resounding  through 
the  corridors  of  the  Alps  till  late  this  century ! 

Mr.  Webster  was  a  great  admirer  of  the  mother-country,  es- 
pecially of  her  territorial  acquisitions,  her  military  glory,  and  in 
one  of  his  grandest  and  loftiest  flights  of  imagination,  describing 
the  progress  and  prowess,  the  greatness  and  extent,  of  the  British 
nation,  said :  "  It  is  a  power  which  has  dotted  the  face  of  the  whole 
globe  all  over  with  her  possessions  and  military  posts,  whose 
morning  drum-beat,  following  the  sun  and  keeping  company  with 
the  hours,  circles  the  earth  daily  with  one  continuous  and  unbrok- 
en strain  of  the  martial  airs  of  England." 

It  delights  me — it  thrills  me — to  think  upon  my  country,  .my 
people,  and  my  language !  Could  the  immortals,  could  Jefferson, 
the  "author  of  the  Declaration,"  could  Washington,  "the  father 
of  his  country,"  look  out  from  their  celestial  abode,  they  would 
behold  to-day  our  Free  Republic  (stretching  through  more  than 
one  hundred  and  eighty  degrees  of  longitude),  all  dotted  over 
with  school-houses  and  colleges  and  churches,  whose  rising-bells 
and  morning  prayer-calls  and  evening  hymns,  following  the  sun  in 
his  course  and  keeping  company  with  the  hours,  fill  the  air  daily 
with  the  merry  laugh  and  joyous  shout  and  happy  song  of  a  con- 
tinuous and  unbroken  continent  of  English-speaking  People  ! 

The  solution?  The  White  Sails  of  Commerce  brought  this 
blue-eyed,  fair-skinned,  light-haired  race  to  our  shores,  the  Loco- 
motive carried  into  the  interior  the  messengers  of  peace,  and  in 
their  tracks  followed  smiling  Plenty,  with  her  attendant  hand- 
maids. Religious  Liberty,  Political  Freedom,  and  Universal 
Education. 

I  address  to-day  scientific  men  of  the  leading  nations  of 
earth.  You  can  bear  witness  of  your  efforts,  your  resolutions, 
your  arguments,  your  logic,  your  reasons  to  secure  standard  time. 


26 


THE    RAILROAD    IX    EDUCATION. 


3:^  u 


tlKi  0  a  i^  w<4 


THE    RAILROAD    IX    EDUCATIOX.  27 

You  can  truly  testify,  too,  with  some  mortification,  that  all 
your  labors  have  been  futile.  Yet,  you  have  learned.  I  tell  you 
that  on  the  i8th  day  of  November,  1883,  the  clocks  of  20,000  rail- 
road offices,  and  the  watches  of  300,000  employes,  were  reset — the 
minute  and  second  hands  all  pointing  to  the  same  division  on  tlie 
dial — that  the  people  who  did  the  same  could  have  been  reckoned 
by  millions ;  and  that  all  this  was  accomplished  without  delay  to 
commerce  or  injury  to  person.  No  general,  from  Napoleon  down, 
could  have  made  such  a  change,  even  in  a  single  army  corps,  with- 
out the  loss  of  property  and  life  too. 

Again,  who  have  been  foremost  in  building  churches,  schools, 
and  colleges,  in  endowing  universities,  and  in  contributing  to  the 
advancement  of  liberal,  higher  education?  Wliere  can  it  be  so 
truthfully  said,  "chanty  never  faileth,"  as  among  railroad  men? 
Who  ever  knew  a  real  case  of  charitv  turned  from  ofiice,  Jiome,  or 
tent  of  a  railroad  man  ? 

Charity :  -  .y-^,  uiightiest  in  the  mightiest :\ 

America's  great  Triumvirate  in  action,  in  the  successful  com- 
pletion, control,  and  management  of  the  three  great  trunk  rail- 
ways of  our  country,  abounded  in  good  works,  in  large  beneficence, 

"  Their  deeds  do  follow  them." 

In  addition  to  many  smaller,  but  no  less  valuable  charities, 
Col.  Thos.  A.  Scott,  just  before  his  death,  gave  the  following 
amounts  to  the  following  institutions : 

To  Jefferson  Medical  College,  of  Philadelphia    $50,000 

To  the  Orthopaedic  Hospital,  of  Philadelphia 30,000 

To   Children's    Departm.ent    of    Episcopal    Hospital,    of 

Philadelphia      20,000 

To  University  of  Pennsylvania,  of  Philadelphia  .  .  .  50,000 
To  Washington  and  Lee  University,  of  Virginia 50,000 


Total $200,000 


28  THE    RAILROAD    IN    EDUCATION. 

In  regard  to  the  numerous  gifts  of  father  and  son — the  Van- 
derbilts — I  do  not  know  how  better  to  present  the  same  than  by 
giving  the  letter  of  the  Chancellor  of  Vanderbilt  University, 
Bishop  H.  N.  McTyeire: 

Nashville,  Tenn.,  January  29,  1885. 
My  Dear  Professor: 

I  thank  you  for  your  letter.  .  .  .  Mr.  Cornelius  (Commodore)  Vanderbilt 
gave  this  University  one  million  of  dollars.  Of  that  sum  we  have  now  as  invested 
endowment,  bearing  seven  per  cent  per  annum,  $000,000.  His  son,  Mr.  Wm.  H. 
Vanderbilt,  since  his  father's  death,  has  given  to  Vanderbilt  University  S2.50,000;  and 
a  $100,000  of  this  sum  has  been  added  to  our  endowment.  Generous  benefactors  to 
the  South  and  to  general  education! 

The  location  of  \'andcrbilt  University  has  made  Nashville  what  they  call  "The 
Athens  of  the  South."     Others  have  come  here  since. 

I  believe  our  catalogue  this  year  will  show  students  from  twenty  States  and  Ter- 
ritories, all  accessible  to  railroads. 

In  honor  of  our  donors  we  give  marked  attention  to  civil  engineering,  including 
the  theoretical  and  practical  knowledge  of  building  railroads.  We  believe  in  rail- 
roads with  good  cause. 

For  mounting  and  equipping  the  observatory  for  the  Leander 
McCormick  telescope  Mr.  Wm.  H.  Vanderbilt  gave  $25,000  to  the 
Virginia  University.  Last  year  he  gave  $500,000  to  the  College 
of  Physicians  and  Surgeons,  of  the  city  of  New  York.  These  two, 
father  and  son,  gave  for  the  purposes  enumerated,  one  million 
five  hundred  and  twenty-five  thousand  dollars. 

But  additionally,  and  in  purpose  and  result  too — a  greater  gift 
still — Mr.  Wm.  H.  Vanderbilt  has  given  $150,000  to  establish  at 
Washington  a  Museum  of  Patriotism,  where  the  collections,  the 
offerings  and  trophies,  the  honors  paid  General  Grant  by  the  na- 
tions of  the  earth  are  to  be  perpetuall}^  preserved  for  the  inspec- 
tion and  admiration  of  all  American  youth,  and  that  through  all 
future  generations.  Or  in  the  aggregate,  Mr.  Wm.  H.  Vanderbilt 
alone  has  contributed  to  schools  of  science,  schools  of  medicine, 
and  a  school  of  patriotism,  nine  hundred  and  twenty-five  thousand 
dollars. 


THE    RAILROAD    IN    EDUCATION,  29 

*He  is  still  in  the  prime  of  life,  full  of  vigor,  abounding  in 
good  deeds,  and  it  may  reasonably  be  expected  that  he  will  yet 
outstrip  his  father's  great  work,  the  founding  and  equipping  of  the 
Vanderbilt  University 

Col.  John  W.  Garrett  leaves  the  following,  greater  than  either 
of  his  associates  in  extent  and  in  security  of  investment.  These 
annuities  represent  a  basis  of  over  a  million  dollars  ($i ,  100,000)  at 
six  and  five  per  cent. 

The  clauses  of  the  will  pertaining  to  these  gifts  and  their  pur- 
poses seem  to  be  worthy  of  reprinting,  even  in  so  short  an  address 
as  this: 

And  upon  the  further  trust  that  my  said  trustees  shall,  from  the  stocks  and  bonds 
belonging  to  my  estate,  select  such  good  interest-bearing  securities  as  shall  amount  to 
the  sum  of  one  hundred  thousand  dollars,  or  in  their  option  invest  the  sum  of  one 
hundred  thousand  dollars  of  the  moneys  belonging  to  my  estate  in  such  manner  as  to 
produce  the  yearly  sum  of  six  thousand  dollars,  which  said  sum  I  desire  shall  be  paid 
yearly  to  aid  in  improving  the  condition  of  the  poor  in  the  city  of  Baltimore,  the  first 
payment  to  be  made  at  the  expiration  of  one  year  from  my  death,  and  to  continue 
thereafter  in  perpetuity ;  and  as  I  have  a  very  favorable  opinion  of  the  usefulness  and 
effectiveness  of  the  present  organization  or  body  corporate  known  as  the  "  Baltimore 
Association  for  the  Improvement  of  the  Condition  of  the  Poor,"  I  recommend  my 
said  trustees,  so  long  as  in  their  judgment  this  charitable  institution  is  efficiently  man- 
aged, to  give  said  sum  of  six  thousand  dollars  to  the  said  association  annually  for  the 
purposes  aforesaid;  and  if  at  any  future  period,  in  the  judgment  of  my  said  trustees, 
said  sum  of  six  thousand  dollars  per  year  can  be  applied  or  distributed  so  as  to  confer 
greater  benefit  upon  the  poor  of  Baltimore,  in  that  event  I  direct  my  said  trustees  so 
in  their  discretion  to  apply  said  sum. 

And  upon  the  further  trust  out  of  the  net  income  of  any  estate  to  devote  the  sum 
of  fifty  thousand  dollars  annually  to  such  objects  of  benevolence,  to  educational  pur- 
poses, to  aid  virtuous  and  struggling  persons,  and  to  such  works  of  public  utility  as  are 
calculated  to  promote  the  happiness,  usefulness,  and  progress  of  society ;  said  amount 
of  fifty  thousand  dollars  per  annum  to  be  apportioned  to  the  furtherance  of  such 
objects  and  to  the  accomplishment  of  such  ends  in  the  judgment  and  at  the  discretion 
of  my  trustees,  it  is  my  will,  and  I  so  direct,  that  the  contributions  to  the  purposes 
named  in  this  clause  shall  continue  during  the  lifetime  of  my  children,  Robert  Garrett, 
Thomas  Harrison  Garrett,  and  Mary  Elizabeth  Garrett,  and  of  the  survivors  and  sur- 
vivor of  them,  and  that  the  same  shall  be  continued  thereafter  by  their  heirs  if  the  con- 
dition of  the  estate  will  then  justify  the  said  appropriation.  I  desire  that  the  contri- 
butions and  assistance  to  be  given  under  this  clause  of  my  will  shall,  as  far  as  practi- 

*See  page  35. 


30  THE    RAILROAD    IN    EDUCATION. 

cable,  be  devoted  to  the  promotion  of  the  objects  herein  named  in  the  city  of  Balti- 
more and  in  the  State  of  Maryland  ;  but  in  case  of  special  sufTering  or  distress  in  other 
commimities,  my  trustees  shall  have  the  power  to  use  their  discretion  and  judgment 
in  relieving  the  same. 

From  a  personal  friend  to  the  two  benefactors  I  learn  that  Mr. 
Garrett  really  directed  the  gifts  of  Mr.  Johns  Hopkins.  ]\Ir.  Gar- 
rett is  reported  as  having  said :  "Johns,  give  while  you  live,  so  that 
you  may  direct  and  see  the  fruits  of  your  labors."  Johns  did 
give  while  living,  and  the  Johns  Hopkins  University  is  the  result  of 
the  accumulated  efforts  of  Mr.  Hopkins,  much  of  this  being  "the 
earnings"  of  his  stock  in  the  Baltimore  and  Ohio  Railroad.  The 
latter  road  during  the  lifetime  of  Mr.  Garrett  was  proverbial  for 
the  care  of  its  employes.  The  Baltimore  and  Ohio  Relief  Asso- 
ciation, furnishing  all  the  advantages  of  a  mutual  life  insurance 
companv,  a  savings  bank,  and  a  building  association,  was  peculi- 
arly the  result  of  Mr.  Garrett's  forethought,  and  the  pride  of  his 
administration. 

The  com.pany  has  announced  the  organization  of  a  School  of 
Technology  for  the  training  of  young  men — the  future  employes 
of  the  company.  This  school,  located  at  Mount  Clare  (Baltimore) 
will  be  formally  opened  September  next.  The  object  and  the  pur- 
pose of  this  institution  will  be  to  give  the  Baltimore  and  Ohio  a 
force  of  trained  men,  those  having  the  advantages  of  a  suitable 
amount  of  literary  instruction  as  well  as  that  practical  teaching 
which  they  will  most  need.* 

I  must  add  here,  for  the  sentiment,  for  the  lofty  and  manly 
and  elevating  spirit  of  the  donor,  the  following.  Said  Mr.  George 
I.  Seney :  "  If  any  one  asks  you  why  T  have  given  so  much  money 
to  the  Wesleyan  Female  College  of  Georgia,  tell  them  it  was  to 
honor  my  mother,  to  whom,  under  God,  I  owe  more  than  to  all  the 
world  besides."  Mr.  Seney  gave  to  the  Wesleyan  Female  College 
and  to  Emory  College  of  Georgia,  $450,000. f 

*See  page  87.  f  See  page  38. 


THE    RAILROAD    IN    EDUCATION,  31 

Mrs.  Leland  Stanford,  since  the  spirit  of  her  dear  boy  has  de- 
parted (ahnt  non  periit),  has  organized  in  the  city  of  San  Fran- 
cisco four  kindergarten  schools,  locating  them  in  those  portions 
of  the  city  most  destitute ;  and  has  dedicated  them  to  the  mother- 
less and  homeless  little  ones  of  her  great  and  lowly,  her  splendid 
and  yet  shadowy  city.  Already  has  this  benefactress,  if  not 
repaid,  been  compensated  in  her  affliction  for  her  loss.  A  mother 
writes  her:  "  Mv  children  shall  be  taught  to  love  Leland's  memory, 
follow  his  example,  and  imitate  his  lovely  character." 

The  ex-Governor,  it  is  said,  contemplates — has  determined — 
that  Palo  Alto,  "the  beautiful,  sweet  Palo  Alto,"  of  the  boy, 
shall  be  the  site  of  Leland's  University.  Those  who  know  the 
father,  his  liberal  culture,  his  broad  views,  and  his  entire  acc[uaint- 
ance  with  all  the  educational  systems  and  institutions  of  learning 
at  home  and  abroad,  being  a  personal  friend  of  many  of  the  sa- 
vants of  Europe,  with  an  abundance  of  means  at  his  command, 
feel  that  this  will  be  a  real  university,  surpassing  the  English 
universities  and  leading  those  on  the  Continent,  since  it  will  deal 
with  the  practical,  living  issues  of  all  science,  social,  political,  and 
physical.  There  will  be,  too,  a  liberality  toward  the  distinguished 
scholars  called  to  these  appointments- -their  services  in  their 
specialties  will  be  specially  rewarded.  The  man  who  pays  the 
trainers  of  his  horses  more  at  present  in  wages  and  perquisites 
than  his  State  University  pays  her  professors  will  evidently  ]3ay  to 
the  conductors  of  the  various  departments  of  thi#  uni\^ersity, 
founded  and  named  to  honor  his  only  child,  salaries  commensurate 
with  the  founder's  appreciation  of  mind  over  matter.* 

Mr.  President,  T  have  seen  much  of  this  Continent,  have  seen 
more  of  Texas.  That  which  in  our  school  geographies  was  called 
"The  American  Desert" — later,  "The  Staked  Plains" — is  no 
desert  at  all.  Since  the  building  of  the  Texas  and  Pacific  this 
vast  area  has  become  (was  all  the  time)  fertile.  All  the  cereals 
grow    luxuriantly.     Pure    water,   and    in    abundance,    is    found 

*See  page  39. 


32  THE    RAILROAD    IN    EDUCATION. 

throughout  these  plains,  costs  but  the  digging  of  a  shallow  welL 
Here,  sir,  is  so  happily,  so  truthfully  verified  the  great  promise, 
that  not  only  "  The  wilderness  and  solitary  places  shall  be  glad  for 
them"  (the  railroads),  but  "  The  desert  shall  rejoice  and  blossom  as 
the  rose,''  that  I  venture  to  suggest — I  assert — Africa  is  not  Africa 
because  it  is  the  home  of  the  colored  man ,  but  the  colored  man  is- 
the  colored  man  because  his  home  is  in  Africa!  Needs  but  the 
touch  of  Ithuriel's  spear,  the  life-giving  breath,  the  awakening 
influences  of  the  locomotive,  and  this  "Dark  Continent,"  this, 
land  of  Ham,  will  take  its  rightful  place  in  the  brotherhood  of 
Shem  and  Japheth,  all  then  being  of  one  speech  and  one  language,, 
and  that  the  Anglo-Saxon. 

But,  sir,  I  must  close,  and  yet  I  can  not  do  so  without  adding; 
one  other  reflection.  A  few  days  ago,  standing  upon  the  track  of 
the  Texas  and  Pacific,  and  turning  my  eyes  east  and  west,  survey- 
ing its  long  line  of  1,487  miles  traversing  the  most  fertile  portions, 
of  the  territory  of  Texas,  connecting  the  waters  of  each  ocean,  I 
was  forced  to  the  conviction  that,  for  many  miles  on  either  side,, 
there  will  be  presented  a  phenomenon  not  unlike  the  Gulf  Stream, 
except  that  the  warm  waters  of  the  latter  will  be  replaced  by  the- 
warm  hearts  of  an  intelligent,  enterprising,  and  thrifty  popu- 
lation. Some  will  select  the  fertile  prairies,  others  will  dwell 
amid  the  Sierras  in  search  of  the  rich  placers,  while  others  still 
will  be  content  to  tend  their  flocks  and  count  their  herds.  Of 
these  and  those  who  shall  come  after  them  there  will  be  an  un- 
broken (life-blood)  current  from  the  Pacific  to  the  Atlantic  and 
from  the  Atlantic  to  the  Pacific,  for  this  will  truly  be  the  highway 
of  nations. 

Sir,  it  is  said  that  the  ancients  never  worshiped  the  setting 
sun.  This  is  more  than  true  of  our  own  modern  devotees.  Still 
it  would  be  remissness,  indeed,  upon  my  part,  to  close  this  address 
without  asking  the  question,  to  whose  statesmanship,  to  whose 
forethought,  to  whose  prophetic  ken  was  due  this  gigantic  enter- 


THE    RAILROAD    IN    EDUCATION. 


33 


pnse,  this  girdling  the  continent,  uniting  ocean  with  ocean  ?  Mov- 
ing west,  still  west,  and  yet  still  west,  pausing  in  front  and  at  the 
very  base  of  rugged  and  awe-crowned  Sierra  Blanca,  said  I:  "A 
hundred  thousand  years  hast  thou  stood  sentinel  over  this  vast 
valley  and  plain — long  hast  thou  guarded  this  Pass ;  mayst  thou 
yet  stand  a  thousand  thousand  years,  witnessing  daily  the  trans- 
formations, 'the  sweet  influences,'  of  the  peaceful  locomotive, 
and  adding  perpetually  thy  testimony  to  the  sagacity  of  the 
originator  of  the  project  '  to  build  a  railroad  on  or  near  the 
thirty-second  parallel  of  latitude.'  " 

Monuments  and  mausoleums,  bronze  and  brass,  may  fitly  com- 
memorate the  dead  deeds  of  dead  heroes,  so  styled  by  the  world, 
amid  the  glare  and  glitter,  the  flush  and  flurry  of  the  battlefield, 
but  the  long  lines  of  this  road,  stretching  across  this  united  con- 
tinent, bearing  the  trains  heavily  freighted  with  the  rich  returns 
of  honest  toil,  will  ever  be  the  most  appropriate  monument  to  the 
wisdom  and  skill  of  the  builders  and  present  managers — while 
perennially  the  flower-decked  prairie  will  add  its  fragrance  to 
and  forever  embalm  the  memory  of  Thomas  A.  Scott,  the  pro- 
jector of  the  Texas  and  Pacific  Railway. 


THE  TEXAS  AND  PACIFIC  STATION,  FORT  WORTH. 


PART  II. 


Reduction  of  Rates — Increased  Mileage — Gifts  (1888). 

Since  the  delivery  and  the  pubHcation  (1885)  of  the  original 
address,  many  changes  have  taken  place — important  economical 
results  have  been  reached — beneficial  to  the  country,  because 
cheapening  the  cost  of  transportation. 

Says  Mr.  Edward  Atkinson  : 

The  New  York  Central  and  Hudson  River  Railroad  may  be  taken  as  a  good 
example  of  an  important  line  of  railroad  under  most  efficient  management,  and  as  a 
standard  of  what  all  other  lines  may  accomplish  when  the  magnitude  of  their  traffic 
will  permit  them  to  make  as  great  a  reduction  in  rates.  The  average  charge  per  ton 
per  mile  on  this  line  from  1865  to  1868,  four  years,  was  3.0097  cents  per  ton  per  mile. 
From  1882  to  1885,  four  years,  the  charge  was  0.7895.     Difference  2.2202  cents. 

If  we  may  assume  that  the  people  of  the  United  States  have  been  saved  two  and 
one  fifth  cents  per  ton  per  mile  on  the  whole  railway  traffic  of  the  last  four  years, 
either  from  the  construction  of  railways  where  none  before  existed,  or  by  such  a  reduc- 
tion in  the  charge  for  their  service,  the  amount  of  money's  worth  saved  in  four  years 
has  been  $3,898,373,159,  which  sum  would  probably  equal  the  cash  cost  of  all  the  rail- 
ways built  in  the  United  States  since  1865,  to  which  sum  may  probably  be  added  the 
■entire  payment  upon  the  national  debt  since  1865. 

Or,  these  conditions  fulfilled,  there  has  been  enough  saved  in 
transportation  alone  in  the  short  space  of  four  years  to  give  every 
man,  woman,  and  child  in  the  United  States  $77.70  apiece.  But 
to  what  is  this  great  reduction  due  ?  How  has  this  revolution  on 
freight  charges  been  brought  about?  Simply  by  the  in\'ariable 
and  consistent  law  of  commerce,  a  no;z -commissioned  regulation. 

During  the  years  1885  and  1886  there  was  added  to  the  mile- 
age of  Texas  nearly  an  equal  amount  each  year,  aggregating  1,234 
miles,  or  swelling  the  total  railway  system,  beginning  1887,  to 
7,234  miles;  placing  Texas  as  the  sixth .  State .  in  the  Union  in 

(34) 


INCREASED    MILEAGE.  35 

regard  to  railroads.  Illinois,  Iowa,  Pennsylvania,  New  York, 
and  Ohio,  in  this  grouping,  lie  immediately  above  her,  Illinois 
being  the  highest,  with  9,579  miles.* 

This  year,  1887,  gives  evidence  so  far  of  being  a  year  of  greater 
activity  than  either  of  the  preceding,  and  hence  an  increased 
taxable  value  largely  over  1886  may  be  confidently  anticipated. f 
Texas  should  have  for  her  full  development  double  the  present 
mileage;  indeed,  to  put  her  upon  the  same  footing  as  Illinois, 
she  should  have  over  40,000  miles — should  have  really  44,444. 

Illinois  has  at  present  a  mile  of  railroad  to  every  321  inhabi- 
tants; Texas  a  mile  to  every  277.  But  the  area  of  Texas — the 
territory  to  be  traversed — is  jive  times  as  great  as  that  of  Illinois. 

Death  of  Mr.  Wm.  H.  Vanderbilt. 

Contrary  to  our  then  reasonable  expectations,  Mr.  Wm.  H. 
Vanderbilt.  on  the  8th  of  December,  1885,  was -stricken  down, 
really  "  in  the  prime  of  life  "  and  "full  of  vigor." 

The  shock  with  which  his  immediate  friends  received  the  news 
of  his  death  is  the  best  evidence  of  how  unexpected  it  was,  while 
the  tribute  of  these  same  friends  closely  associated  with  him  is 
given  as  the  best  exponent  of  the  life  and  character  of  the  man. 

His  sudden  death,  in  the  very  midst  of  the  activities  whose  influence  reached 
over  the  continent,  has  startled  the  whole  country,  and  in  the  hush  of  strife  and  pas. 
sions  the  press  and  public  give  tender  sympathy  to  the  bereaved  family,  and  pay  just 
and  deserving  tribute  to  his  memory.  But  to  us  who  were  his  associates  and  friends, 
endeared  to  him  by  the  strongest  ties  and  years  of  intimacy,  the  event  is  an  appalling 
calamity,  full  of  sorrow  and  the  profoundest  sense  of  personal  loss;  while  officially  we 
feel  that  his  sagacity,  his  strong  common  sense,  his  thorough  knowledge  of  the  busi- 
ness, his  willingness  to  lend  his  vast  resources  in  times  of  peril,  and  his  counsel  and 
assistance  were  of  invaluable  and  incalculable  service  in  conducting  and  sustaining 
these  great  enterprises. 

*Illinois  and  Pennsylvania  still  leading,  Texas  is  now  the  third  State  in  the  Union, 
with  a  mileage  of  10,617,  giving  direct  employment  to  48,000,  thus  feeding  and 
clothing  240,000  of  her  citizens;  while  the  railroads  of  the  United  States  provide 
for  and  take  care  of  over  .5,000,000  of  the  entire  population. 

fXaxable  values,  1887,  $650,412,401  ;  for  this  year,  1902,  $1,017,571,732. 


36  GIFTS. 

He  came  into  the  possession  of  the  largest  estate  ever  devised  to  a  single  indi- 
vidual, and  has  administered  the  great  trust  with  modesty,  without  arrogance,  and 
with  generosity.  He  never  used  his  riches  as  a  means  of  oppression,  or  to  destroy  or 
injure  the  enterprises  or  business  of  others,  but  it  constantly  flowed  into  the  enlarge- 
ment of  old  and  the  construction  and  development  of  new  works,  semi-public  in  their 
character,  which  opened  new  avenues  of  local  and  national  wealth,  and  gave  oppor- 
tunity and  employment  directly  and  indirectly  to  millions  of  people.  To  the  em- 
ployes of  his  railroads  he  was  exacting  in  discipline  and  the  performance  of  duty.  He 
was  merciless  to  negligence  or  bad  habits  in  a  vocation  where  millions  of  lives  were 
dependent  upon  alertness  and  fidelity.  But  within  these  limits  he  was  a  just  and 
generous  employer  and  superior  officer.  He  knew  how  to  reward  faithfulness  and 
remember  good  conduct,  and  always  held  the  respect  and  allegiance  of  the  vast  bodies 
of  men  who  called  him  chief.  With  all  the  temptations  which  surround  unlimited 
wealth  his  home-life  was  simple,  and  no  happier  domestic  circle  could  anywhere  be 
found.  The  loved  companion  with  whom  he  began  his  active  life  in  the  first  dawn  of 
his  manhood  was  his  help,  comfort,  and  happiness  through  all  his  career,  and  his 
children  have  one  and  all  honored  their  father  and  their  mother,  and  taken  the  places 
which  they  worthily  fill  in  their  several  spheres  of  activity  and  usefulness. 

As  an  evidence  of  the  direction  given  by  the  example  of  the 
family,  grandfather  and  father,  we  find  the  following,  and  in  be- 
half of  and  for  the  benefit  of  the  same  employes,  that  a  social 
school,  with  halls  and  libraries  and  even  home  comforts,  is  pro- 
vided by  Cornelius: 

As  an  outgrowth  of  this  work  of  the  Young  Men's  Christian  Association,  and 
because  of  the  felt  need  of  larger  and  better  accommodations,  Mr.  Vanderbilt,  on  the 
30th  of  June,  made  a  proposition  to  the  Board  of  Directors  of  the  New  York  Central 
Railroad,  that  if  they  would  set  apart  a  plot  of  land  eighty  by  forty  feet,  on  the  corner 
of  Forty-fifth  Street  and  Madison  Avenue,  as  a  site  for  a  building  to  be  used  by  the 
railroad  men  centering  at  the  Grand  Central  Depot,  he  would  at  his  own  e.Kpense 
erect  thereon  a  magnificent  building,  adapted  in  all  respects  to  the  growing  demands 
of  the  work  of  the  society,  with  whose  progress  and  development  he  was  so  familinr. 

The  proposition  was  accepted  on  behalf  of  the  company  in  an 
appropriate  and  characteristic  letter  by  President  Depew,  who 
said,  among  other  things: 

Individually  I  am  deeply  sensible  that  this  work  will  lighten  the  burdens  of  the 
administration  of  the  affairs  of  the  company,  and  promote  that  good  feeling  and  mu- 
tual and  interdependent  interest  between  the  executive  and  all  departments  of  our 
business,  which,  increasing  with  years,  will  furnish  more  acceptable  service  to  the 
public  and  add  to  the  value  of  the  property. 


GIFTS.  37 

Ground  was  broken  for  the  new  building  September  i,  1886. 
When  finished  it  will  contain,  on  the  first  floor,  reception-room, 
offices,  and  committee  rooms,  reading-room  and  library  contain- 
ing 7,000  volumes,  and  a  room  for  games.  In  the  basement  will 
be  located  the  gymnasium  and  bowling  alleys,  bath-rooms  of  the 
most  modem  kind,  including  a  large  plunge,  and  a  boiler  for  heat- 
ing the  building.  The  second  floor  will  be  devoted  to  the  large 
hall  for  lectures,  concerts,  and  other  entertainments,  and  will  con- 
tain rooms  for  classes.  On  the  third  floor  quarters  will  be 
provided  for  the  janitor,  while  in  the  upper  stor\"  provision  will 
be  made  for  men  to  sleep  who  occasionally  remain  in  the  city  over 
night.  The  building  will  be  of  brick,  trimmed  with  terra  cotta, 
and  the  interior  finished  in  the  most  handsome  and  modem  stvle. 

Turning  from  the  provision  completed  for  the  comforts  of  the 
working  classes,  and  of  his  employment,  Mr.  Vanderbilt  con- 
tributes to  the  promotion  of  taste  and  a  love  of  the  fine  arts,  pre- 
senting to  the  Metropolitan  Museum  of  Art,  in  Xew  York  City,  the 
painting  by  Rosa  Bonheur,  entitled  "  The  Horse  Fair,"  purchased 
at  the  sale  of  the  Stewart  collection  at  a  cost  of  853,000.  His  rea- 
son for  this  presentation  is  best  given  in  his  own  words : 

It  seems  to  me  to  be  a  work  of  art  which  should  be  in  a  position  where  it  can 
permanently  be  accessible  to  the  public.  In  the  gallery  of  the  Museum  this  object 
will  be  attained. 

An  appreciative  public,  as  these  facts  become  known,  must 
forget  the  millionaire  in  their  admiration  of  the  man. 

Mr.  Robert  G.\rrett. 

Has  it  not  been  established  that  good  deeds  are  hereditarv — 
are  transmitted  from  father  to  son?  The  school  established  at 
Mount  Clare,  at  a  cost  to  the  Baltimore  and  Ohio  of  S25.000.  has 
been  by  the  company  voted  an  annual  appropriation  for  its  sup- 
port of  820,000. 


456744 


38  GIFTS. 

Soon  this,  for  the  employes,  is  followed  by  a  gift  of  $8,000  by 
the  President,  Mr.  Robert  Garrett,  to  "The  New  Art  Museum" 
of  Princeton  College. 

Thus  again  is  exhibited  the  broad  philanthropy  of  the  bene- 
factor, suitably  contributing  to  the  needs  of  one,  as  well  as  to  the 
tastes  of  another  class  of  persons. 

Senator  Joseph  E.  Brown. 

While  Mr.  Seney  was  making  an  outright  gift  of  $450,000  to 
Emory  and  the  Wesleyan  Female  College,  (ex-Governor)  Senator 
Joseph  E.  Brown,  the  President  of  the  Western  and  Atlantic 
Railroad,  was  purchasing  in  the  market  bonds  of  the  State  of 
Georgia  belonging  to  the  University,  in  order  to  establish  a  per- 
petual fund  to  aid  in  educating  indigent  young  men,  by  a  loan  on 
certain  easy  conditions.  The  number  benefited  now,  from  twenty 
to  twenty-five,  will  increase  annually. 

This  is  not  a  donation ;  the  beneficiaries  agree  to  pay  back  the 
amount  received  with  4  per  cent  interest,  the  main  idea  being  to 
help  those  who  make  an  effort  to  help  themselves.  The  original 
fund  was  $50,000,  bearing  seven  per  cent  interest. 

This  gift,  or  loan  rather,  is  known  as  "The  Charles  McDonald 
Brown  Scholarship  Fund."  The  real  object  and  scope  of  this  fund 
is  best  given  in  the  language  of  the  sagacious  donor : 

The  object  is  to  help  indigent  young  men  who  are  poor  and  promising  and  who 
are  not  able  to  help  themselves,  and  who  have  not  friends  able  to  help  them.  The 
terms  of  the  donation  do  not  permit  any  young  man  to  receive  more  than  two  hun- 
dred dollars  per  annum  for  his  expenses  while  at  college.  The  tuition  is  free,  and 
where  a  young  man  has  one  hundred  dollars  per  annum,  or  can  command  that,  he  is 
permitted  to  have  an  additional  hundred  to  help  out  and  enable  him  to  finish  his 
education  when  he  could  not  otherwise  do  it. 

The  same  is  true,  whether  the  amount  he  can  furnish  be  more  or  less  than  one 
hundred  dollars,  as  he  would  be  allowed  to  receive  the  benefit  of  the  fund  to  the  ex- 
tent of  the  balance  necessary  to  make  up  the  two  hundred  dollars  per  annum.  The 
object  here,  as  they  are  poor  boys,  is  not  to  put  it  in  their  reach  to  be  extravagant, 
but  to  compel  them  to  get  along  on  two  hundred  dollars  a  year,  their  tuition  being 
free,  which  they  can  do  and  live  comfortably. 


STANFORD    UXIVERSITY.  39 

Provision  is  made  for  a  system  of  competitive  examinations, 
where  they  can  be  had,  which  are  reported  from  the  different 
counties,  and  upon  these  reports  the  trustees  of  the  University 
make  up  their  decision  as  to  who  is  most  entitled. 

Within  less  than  a  half  century  the  rich  fruits  of  this  scholar- 
ship will  be  observed  in  the  field  and  forum,  in  the  workshop  and 
in  the  counting-house,  in  all  the  peaceful,  productive  walks  of  life 
of  the  great  Empire  State  of  Georgia. 

The  Beginning  of  the  St.\nford  University. 

"His  hberal  culture,  his  broad  views,  and  an  abundance  of 
means  at  his  command,"  have  enabled  the  Governor  to  name  a 
Board  of  Control  for  "  Leland's  University."*  Thirty  millions  of 
property  has  been  designated  as  the  foundation  of  this  school. 

The  design  of  it  is  truly  to  "deal  with  the  practical  living 
issues  of  all  science — social,  pohtical,  and  physical."  Article  T  of 
the  grant  sets  forth : 

The  Mature,  Object,  and  Purposes  of  the  Institution  hereby  founded  to  be: 

Its  nature:  That  of  a  Univ^ersity,  with  such  seminaries  of  learning  as  shall  make 
it  of  the  highest  grade,  including  mechanical  institutes,  museums,  galleries  of  art, 
laboratories  and  conservatories,  together  with  all  things  necessary  for  the  study  of 
agriculture  in  all  its  branches,  and  for  mechanical  training,  and  the  studies  and  exer- 
cises directed  to  the  cultivation  and  enlargement  of  the  mind. 

Its  object:  To  qualify  its  students  for  personal  success  and  direct  usefulness  in  life. 

And  its  purposes  :  To  promote  the  public  welfare  by  exercising  an  influence  in 

behalf  of  humanity  and  civilization,  teaching  the  blessings  of  liberty  regulated  by  law, 

and  inculcating  love  and  reverence  for  the  great  principles  of  government  as  derived 

from  the  inalienable  rights  of  man  to  Hfe,  liberty,  and  the  pursuit  of  happiness. 

Article  IV. 

POWERS    AND    DUTIES   OF    THE   TRUSTEES. 

Section  9.  To  appoint  a  President  of  the  University,  who  shall  not  be  one  of 
thier  number,  and  to  remove  him  at  will. 

Sec.  10.  To  employ  professors  and  teachers  at  the  University. 

Sec.  11.  To  fix  the  salaries  of  the  president,  professors,  and  teachers,  and  to  fix 

them  at  such  rates  as  will  secure  to  the  University  the.  services  of  men  of  the  very 

highest  attainment. 

*  Refer  to  page  31. 


40  STANFORD    UNIVERSITY. 

Sec.  14.  To  prohibit  sectarian  instruction,  but  to  have  taught  in  the  University 
the  immortality  of  the  soul,  the  existence  of  an  all-wise  and  benevolent  Creator,  and 
that  obedience  to  his  laws  is  the  highest  duty  of  man. 

Do  not  these  quotations  justify  the  prediction  of  1 885  :  "There 
will  be,  too,  a  liberality  toward  the  distinguished  scholars  called 
to  these  appointments — their  services  in  their  specialties  will  be 
specially  rewarded.  The  man  who  pays  the  trainers  of  his  horses 
more  at  present  in  wages  and  perquisites  than  his  State  University 
pays  her  professors  will  evidently  pay  to  the  conductors  of  the 
various  departments  of  this  University,  founded  and  named  to 
honor  his  only  child,  salaries  commensurate  with  the  founder's 
appreciation  of  mind  over  matter." 

One  other  remarkable  fact  about  this  grant — that  while  our 
endowments  for  colleges  and  universities  have  been  usually  the 
gifts  of  either  a  man  or  woman  singly — this  is  the  joint  grant  of: 

We,  Leland  vStanford  and  Jane  Lathrop  Stanford,  husband  and  wife,  grantors, 
desiring  to  promote  the  public  welfare  by  founding,  endowing,  and  having  maintained 
upon  our  estate,  known  as  the  Palo  Alto  Farm,  etc. 

The  foundations  have  been  laid : 

Menlo  Park,  Cal.,  May  15th. — The  corner-stone  of  the  first  building  of  the 
Leland  {Stanford,  jr..  University  was  laid  this  morning  at  Palo  Alto. 

June  20,  1896,  Senator  Leland  Stanford  passed  away.  He 
was  spared,  however,  to  see  his  University  inaugurated,  to  utter 
on  the  opening  day:  "The  beneficence  of  the  Creator  toward 
man  on  earth  and  the  possibilities  of  Humanity  are  one  and  the 
same.  .  .  .  The  humanizing  influences  come  from  a  proper  under- 
standing of  the  rights  of  man  and  his  duties  to  his  Creator.  We 
believe  that  a  wise  system  of  education  will  develop  a  future  civi- 
lization as  much  in  advance  of  that  of  the  present  as  ours  is  in 
advance  of  the  savage.  We  may  always  advance  toward  the 
infinite.  The  children  of  California  shall  be  our  children.  It  is 
our  hope  to  found  a  University  where  all  may  have  a  chance  to 
secure  an  education  such  as  we  intended  our  son  should  have." 


PART  III. 


Work  and  Wealth — Interstate  Commerce  Bill. 

These  are  not  the  same — they  are  not  "equals" — they  are 
mathematical  ' '  equivalents . ' ' 

Work  is  the  cause,  wealth  the  result — work  the  instrament, 
wealth  the  effect — work  the  procuring  agent,  wealth  the  accumu- 
lated product: 

"As  unto  the  bow  the  cord  is," 

So  is  work  unto  wealth, 

"  Useless  each  without  the  others 

And  while  by  no  amount  of  discussion  can  work  and  wealth 
be  shown  to  be  the  same,  it  is  equally  true,  however,  that  there 
must  be  peace — harmony  between  them.  Work  is  most  effective, 
most  productive  when  it  is  "sustained"  and  "protected"  by 
wealth. 

This  position  presupposes  organization,  and  there  is  as  much 
reason  for  organization  among  working  men  as  among  moneyed 
men — but  this  organization  must  be  in  the  direction  of  doing,  not 
in  the  prevention  of  doing. 

Hence  "  the  strike"  is  wrong  in  theory  and  doubly  so  in  prac- 
tice. In  practice  it  not  only  requires  the  withdrawal  of  certain 
individuals  from  work,  but  prevents  others  from  working.  While 
it  may  not  be  so  easy  to  establish  the  position  that  no  one  has  a 
right,  in  health,  to  quit  work,  it  can  easily  be  shown  that  the  pre- 
vention of  others  is  clearly  wrong,  and  a  direct  interference  with 
personal  liberty. 

(41) 


42  WORK    AND    WEALTH. 

The  remedy  for  these  troubles  can  not  be  discussed  here.  The 
want  of  harmony,  of  entire  cordiality  between  work  and  wealth, 
has  had  its  origin  of  late  in  this  country  in  the  results  of  the  Civil 
War. 

Prices  of  everything,  for  whatever  purpose,  became  fabulously 
high  during  the  war.  The  demand  was  far  greater  than  the  sup- 
ply. The  war  ended  and  a  return  to  normal  conditions,  not 
suddenly  even,  but  a  tendency  continually  in  this  direction, 
wrought  a  change  in  the  demands.  The  increased  and  increasing 
number  of  workingmen,  with  a  less  and  less  demand  for  them, 
even  at  lower  wages,  has  brought  about  a  feeling  of  unrest — a 
spirit  of  discontent.  The  idea  has  become  prevalent  that  the  poor 
(the  workingman)  has  become  poorer,  because  he  gets  less  for  the 
same  work,  forgetting  the  fact  that  he  can  purchase  more  with  the 
same  amount  of  money;  that  the  rich  (wealthy  man)  has  become 
richer,  which  again  is  not  the  fact.  It  is  only  an  aggregation  of 
the  riches,  wealth  of  many  men,  controlled,  it  may  be,  by  one  man. 

And  as  the  railroad  corporations  seem  to  have  gotten  this  con- 
trol in  long  lines,  accumulated  wealth,  they  have  been  attacked  as 
the  common  enemy  of  the  poor  man. 

It  is  true  these  lines  have  been  lengthened,  and  these  corpo- 
rations have  become  larger,  and  immense  amounts  of  money  have 
been  invested  in  them,  not  realized  or  made  by  them — so  much 
that  they  have  attracted  the  criticisms  and  provoked  the  envy  of 
the  discontented,  receiving  at  the  same  time  the  denunciations 
of  a  large  number  of  people  who  ought  to  know  the  actual 
situation. 

As  compared  with  other  aggregations  of  wealth  the  railroad 
should  be  ranked  high,  and  the  accumulation  of  vast  properties, 
franchises,  and  even  privileges  should  be  readily  conceded  to 
these  corporations  For  the  whole  economy  of  nature  and  art 
is  comprised  under  these  three  heads:  Transmutation,  Trans- 
formation, and  Transportation. 


WORK    AND    WEALTH, 


43 


The    former  is   chemical,    the    second   mechanical,   and  the 
third,  that  which  deals  with  the  products  ready  for  the  use  of 

man,  comes  under  and  justly  belongs 
to  the  transporting  power,  whether  by 
sail  or  steam,  whether  on  water  or  land. 
The  activity  of  railroad  building 
lately  has  been  the  salvation  of  the 
^  farmer  and  mechanic — has  been  a 
^^^^  means  of  distributing  this  accumulated 
wealth  that  would  have  been  forever 
"hoarded"  but  for  them.  This  is  especially  true  of  the  South; 
railroads  have  been  built  far  in  advance  of  the  demand  for  them. 


TRANSMUT,\TION. 


and  years  must 
reach  even  an  ex- 
"  dividend  -  declar  - 
penetrated  far  into 
tions  in  order  to 
proach  of  the  com- 
same  railroads,  all 
are  boring  for  wa- 


TRANSFORMATION. 


elapse  before  they 
pense  much  less  a 
ing"  basis,  having 
the  unpeopled  sec- 
provide  for  the  ap- 
ing settler.  These 
along  their  lines, 
ter,  demonstrating 


the  fact,  or  putting  beyond  experiment  the  question  that  an 
abundance  of  the  purest  water  can  be  obtained  all  across  what 
have  heretofore  been  reckoned 
barren  plains.  These  railroads  are 
doing  all  this  for  the  benefit  of  the 
new  citizen,  who  with  his  small 
means  can  not  afford  to  incur  the 
expense  of  such  investigation. 

There  is  a  strange  inconsistency 
in  the  action  of  the  men  who  are 
without  railroads  and  those  who 
have  them.  The  former  work  for  their  location,  talk  for  them, 
and  even  pay  money  in  subsidy  to  secure  them ;  the  latter  abuse 
them  as  monopolies,  as  oppressors  of  the  poor. 


TRANSPORTATION. 


44  ■  WORK    AND    WEALTH. 

There  never  has  been  a  field  in  which  the  poor  man  (the  work- 
ingman)  has  had  such  a  chance  to  come  to  the  front  as  in  the 
building,  the  equipping,  and  the  managing  of  railroads.  Neither 
the  forum,  nor  the  legislative  hall,  nor  the  battlefield  has  ever 
offered  such  opportunities  to  men,  whose  energies  have  been  di- 
rected by  their  brains,  as  the  railway  ser\dce. 

On  page  19  of  the  original  address  occurs  the  following :  "  That 
■can  not  be  very  oppressi\'e  to  the  laboring  man  which  transports 
his  year's  provisions,  for  one  day's  labor,  from  Chicago  to  any 
Eastern  point.  That  can  not  be  a  discrimination  against  the  con- 
sumer, at  least,  which  transports  from  Chicago  to  New  York 
•seventeen  barrels  of  flour  at  the  rate  of  one  mile  for  one  cent.'' 

The  following  comparisons  are  worthy  of  attention : 

Floitr  into  Bread. — A  Sy-barrel  of  flour  will  make  one  hundred 
.and  eighty  loaves  of  bread.  At  ten  cents  a  loaf,  the  estimated 
cost  of  converting  this  barrel  of  flour  into  one  hundred  and  eighty 
loaves  of  bread  is  $3,  showing  a  net  profit  of  $8.  Total  charge  by 
railroad  for  transporting  that  barrel  of  flour  from  St.  Louis  to  New 
York,  40  cents. 

Or  the  retail  dealer  received  twenty  times  as  much  for  his 
little  manipulations  as  does  the  railroad  that  transports  it  1,000 
miles.  The  receiving  and  delivering  both  being  an  extra  expense 
to  the  railroad. 

Beef. — Good  beef  that  costs  about  9  cents  per  pound  retails  at 
16  cents,  a  profit  of  over  75  per  cent. 

Fresh  beef  is  transported  from  the  Western  market,  say  Chi- 
cago to  New  York  or  Boston,  for  40  cents  per  100  pounds,  or  less 
than  a  half  cent  a  pound.     Should  the  consumer  complain  of  this? 

Hams. — The  average  rate  of  freight  on  hams  is,  say  20  cents 
per  hundred  weight ;  the  average  weight  of  hams  about  12  pounds, 
or  eight  hams  per  hundred  weight.  That  is,  the  freight  on  eight 
hams  is  about  20  cents;  on  a  single  ham, one  eighth  of  that,  or  2^ 
•cents;  gross  charge  by  railroads,    2}4   cents  on  the  whole  ham, 


THE    INTERSTATE    COMMERCE    BILL.  45: 

against  a  profit  of  4  or  5  cents  on  a  single  pound  paid  by  the  con- 
sumer. Or  the  freight  from  the  Western  to  the  Eastern  cities  is 
about  one  sixtieth  of  the  cost  of  the  ham. 

Tea. — The  average  cost  of  tea  to  the  consumer  is  80  cents  per- 
pound.  Average  profit  30  cents  per  pound.  Freight  charged  by 
the  railroads  for  carrying  this  tea  1,000  miles  is  45  cents  per  hun- 
dred weight;  the  profit  on  a  single  pound  exacted  from  the  con- 
sumer is  two  thirds  of- the  gross  charge  b}^  railroad  for  carrying 
100  pounds  1,000  miles. 

Boots  and  Shoes. — The  profit  on  a  single  pair  of  $4  boots  or 
shoes  is  equal  to  three  times  the  freight  charges  on  a  dozen  or 
even  twenty  pairs  for  1,000  miles. 

Clothing. — A  good  suit  of  clothes  can  be  bought  for  $20. 
Weight  of  suit  five  pounds.  Maximum  rate  for  carrying  this 
class  of  goods  to  Chicago,  St.  Louis,  and  Western  points  from  New 
York,  say  1,000  miles,  50  cents  per  hundred  weight. 

This  suit  weighs  5  pounds,  20  suits  weigh  100  pounds,  trans- 
portation 1,000  miles  50  cents,  23^  cents  each;  average  profit  per 
suit  to  the  dealer  $8.  Profit  to  dealers  320  times  the  transpor- 
tation . 

And  yet  nobody  complains  of  these  profits.  No  regulation  is 
discussed,  no  "Interstate  Commerce  Bill"  is  passed  to  prevent 
these  discriminations,  these  monopolies.  The  regulation  of  these 
is  left  to  the  laws  of  trade — to  competition,  and  in  which  the 
"shorter"  the  "haul,"  the  larger  and  the  "longer"  this  profit  is 
exacted  of  the  consumer,  the  workingman. 


The  Interstate  Commerce  Bill. 
The  constitutional  authority  upon  which  this  is  based  reads : 

Article  I,  Section  8,  Clause  3:  The  Congress  shall  have  power  to  regulate  com- 
merce with  foreign  nations,  and  among  the  several  States  and  with  the  Indian  tribes 


46  THE    IXTERSTATE    COMMERCE    BILL. 

This  constitution  was  adopted  in  1787.  or  one  hundred  vears 
ago,  twenty-nine  years  before  the  first  canal,  thirty-two  years 
before  the  first  steamship  crossed  the  Atlantic,  twenty  vears 
before  the  Clermont  ascended  the  Hudson,  and  fortv-two  vears 
before  a  railroad,  even  of  the  rudest  equipment,  was  constructed 
in  this  country,  and  hence  could  not  have  been  designed  to  con- 
trol the  present  railroads,  or  even  regulate  the  commerce  trans- 
ported by  them.  Section  9,  clause  5.  of  the  Constitution  clearly 
sustains  this  interpretation,  viz.,  that  our  present  Constitution 
never  so  much  as  anticipated  railroads  or  their  management  by 
Congressional  enactment : 

Xo  tax  or  duty  shall  be  laid  on  articles  exported  from  any  State.  Xo  prefer- 
ence shall  be  given  by  any  regulation  of  commerce  or  revenue  to  the  ports  of  one 
State  over  those  of  another  ;  nor  shall  vessels  bound  to  or  from  one  State  be  obliged 
to  enter,  clear  or  pay  duties  in  another. 

"Vessels"  and  "  ports" — steam  vessels  are  not  even  mentioned. 

But  that  railroads  as  now  operated  should  be  regulated  by  law 
no  one  assumes  to  dispute.  They  are  "  public  highways,"  "  com- 
mon carriers."  but  they  are  not  the  property  of  the  public,  they 
are  not  built  bv  the  public,  not  maintained  by  the  public,  and 
should  not  be  controlled  by  the  public  in  the  sense  that  the  na\-y, 
the  armv,  or  even  a  light-house  is  controlled. 

"Rights."  "privileges."  "franchises,"  and  "charters"  are 
granted  them  with  extraordinary^  powers,  still  their  ownership, 
liabilities,  and  duties  are  vested  in  private  individuals,  and  these 
should  be  allowed  to  operate  them  as  any  other  business,  for  the 
profit  in  them.  There  are  scores  of  railroads  the  property  wholly 
of  one  man,  or  family,  and  hence  whatever  may  be  said  of  their 
relation  or  duty  to  the  public,  they  owe  no  more  than  other  indi- 
viduals, or  other  corporations  composed  as  they  are  of  individuals. 

"The  Interstate  Commerce  Bill"  errs  in  attempting  to  regu- 
late tarift's,  to  say  at  what  cost  certain  ser\-ice  shall  be  performed, 
ignoring  the  expense  of  building,   equipping,   maintaining,   and 


THE    INTERSTATE    COMMERCE    BILL.  47 

Operating  the  several  different  roads,  all  subject  to  entirely  differ- 
ent conditions.  That  is.  in  its  aim  to  prevent  discrimination  it 
does  discriminate.  That  while  it  proposes  to  pre\'ent  small  local 
hardships,  it  entails  upon  the  general  and  great  public,  the  num- 
berless consumers,  still  greater  hardships,  heavier  freights.  That 
the  object  of  the  bill  is  good  no  one  doubts,  but  that  it  is  full  of 
difficulties,  "hardships,"  and  even  in  the  interpretation  of  a  wise 
and  judicious  commission  will  take  many  years,  with  other  Con- 
gressional amendments  and  "suspensions"  to  harmonize  and  to 
understand  the  true  meaning  of  "Under  substantially  similar 
circumstances  and  conditions." 

There  is  still  another  side,  and  one  in  this  era  of  anti-monopoly 
that  should  not  be  overlooked  by  the  statesman,  nor  be  lost  sight 
of  by  the  patriot.  That  when  our  Republic  was  threatened,  was 
in  the  verv  throes  of  destruction,  civil  war,  and  dissolution,  the 
Government  called  to  its  aid  these  same  "builders,"  these  rail- 
road owners  and  managers,  to  aid,  to  come  to  the  rescue,  to  build 
more  roads,  to  bind  this  continent  together  by  transcontinental 
Tailwavs.  A  network  was  soon  the  result.  Soldiers  and  the 
munitions  of  war  could  be  placed  at  any  desired  point  within  a 
few  hours.  The  eft'ect  of  their  potency  and  efficiency  is  seen  to- 
dav  in  an  unbroken  continent,  one  government,  and  a  happy, 
united  people. 

The  railroad  during  this  time  solved  still  another  heretofore 
vexed  question — the  Indian  question.  The  locomotive  has  been 
to  the  Indian  upon  our  plains  what  the  white  sails  of  commerce 
have  been  to  the  inhabitants  of  the  isles  of  the  sea — the  c.\lu.\iet 
OF  peace. 

"Oh I  not  upon  our  tented  fields 

Are  Freedom's  heroes  bred  alone; 
The  training  of  the  workshop  yields 
More  heroes  true  than  war  has  known. 

"The  skill  that  concjuers  space  and  time, 
That  graces  life,  that  lightens  toil, 
May  spring  from  courage  more  sublime 
Than  that  which  makes  a  realm  its  spoil." 


PART  IV. 


Other  Heroes  than  the  World's. 

"  Honor  and  shame  from  no  condition  rise; 
Act  well  your  part,  there  all  tlie  honor  lies." 

If  Plutarch  found  in  his  time  "  Lives"  worthy  the  imitation  of 
the  Greek  and  Roman  youth,  why  not  in  our  age,  and  in  their 
sphere,  should  not  some  of  our  men  be  referred  to  as  examples  for 
our  youth  ? 

Some  men  are  great  in  conception,  some  in  execution;  in 
both  were 

H.  M.  HoxiE,  George  Noble,  and  G.  J.  Foreacre. 

Circumstances  do  not  make  men,  neither  do  men  make  cir- 
cumstances. The  proper  direction  of  circumstances  makes  men. 
And  whoever  becomes  great  in  whatsoever  walk  of  life,  is  the  man 
who  is  able  to  see,  to  grasp  and  to  direct  circumstances.  Such  a 
man  was  H.  M.  Hoxie,  another  w^as  George  Noble,  and  still  an- 
other was  G.  J.  Foreacre. 

There  were  in  their  lives  remarkable  likenesses,  peculiarities, 
contrasts;  in  their  deaths  coincidences  worthy  of  mention  here. 
Mr.  Hoxie  died  (1886)  November  23d,  aged  fifty-six;  Mr. 
Noble  died  eleven  days  later,  December  4th,  aged  fifty-six;  and 
Mr.  Foreacre  died  December  15th,  eleven  days  later,  aged  fifty- 
eight. 

However,  their  arduous  toils,  their  disappointments,  their 
successful  labors,  and  their  rich  rewards  can  best  be  narrated 
separately. 

(48) 


OTHER    HEROES    THAN    THE    WORLD  S.  49 


H.    M.    HOXIE 

Was  a  native  of  Macedon,  New  York.  He  early  in  life  moved 
to  Iowa;  showed  in  boyhood  energy,  decision  of  character,  and, 
during  the  war,  on  account  of  his  conspicuous  ability  and  tact  in 
the  control  and  management  of  men,  was  appointed  Provost 
Marshal  of  the  State.  In  this  position  he  performed  his  duties 
in  such  an  impartial  manner  as  to  attract  the  attention  of  the  civil 
as  well  as  military  officials. 

When  the  building  of  the  Union  Pacific  Railway  was  under- 
taken, Mr.  Hoxie  was  offered  a  position  of  trust  and  responsi- 
bility, which  he  filled  in  such  a  manner  as  to  win  for  himself  the 
respect  and  admiration  of  General  G.  M.  Dodge,  the  Chief  Engi- 
neer, to  whose  brains  and  energy  the  inception  and  completion  of 
the  Union  Pacific  arc  mainly  due. 

A  change  in  the  administration  of  this  road  was  brought  about 
and  Mr.  Hoxie,  at  the  earnest  solicitation  of  Mr.  Wm.  E.  Dodge 
and  others,  took  charge  of  the  International  Railroad  then  build- 
ing in  Texas.  He  remained  with  this  road  some  twelve  years. 
By  his  economical  management  and  wise  forethought  he  succeeded 
in  making  this  road  one  of  the  best  in  Texas,  greatly  strengthen- 
ing himself  in  the  estimation  of  both  the  stock  and  bondholders. 
The  International  was  at  this  time  of  no  small  importance,  em- 
bracing in  its  system  seven  hundred  and  eighty-two  miles. 

During  this  long  connection,  these  twelve  years,  Mr.  Hoxie 
endeared  himself  to  the  people  of  progressive  ideas  on  account  of 
his  decided  favor  and  approval  of  every  enterprise  for  the  develop- 
ment of  the  country  and  the  advancement  of  the  people.  The 
Christian  minister,  the  temperance  lecturer,  and  the  school- 
master were  the  recipients  of  his  favors  and  his  substantial  sup- 
port. "  Put  me  down  in  favor  of  public  schools  and  against 
whisky,"  was  his  pronounced  position. 


50  OTHER    HEROES    THAN    THE    WORLD  S. 

When  the  great  Southwestern  system  was  formed  out  of  the 
International  and  Great  Northern,  the  Texas  and  Pacific,  the 
Missouri  Pacific,  the  St.  Louis  Iron  Mountain  and  Southern,  and 
other  roads,  aggregating  some  six  thousand  five  hundred  miles, 
Mr.  Gould  selected  Mr.  Hoxie  as  one  of  the  higher  officials.  His 
successful  management  continued  through  years,  his  promotion 
keeping  pace  all  the  time,  till  at  his  death  we  find  him  Vice- 
President  and  General  Manager,  the  sole  executive  of  the  entire 
system.  While  his  death  w^as  doubtless  occasioned  by  the 
arduous  labor  growing  out  of  the  intricate,  the  delicate  problems 
of  the  great  strike,  1886,  on  the  system,  the  seeds  of  disease 
were  sown  long  before  this.  His  physical  frame  was  never  strong 
enough  to  fully  meet  the  demands  of  his  brain  power. 

His  greatest  service  to  his 

COMPANY,  THE  RAILROADS,  AND  THE  COUNTRY 

was  performed  in  his  exercise  of  a  clear  conception  of  right,  and 
an  inflexible  adherence  to  this  conception.  He  was  not  unwilling 
to  change,  even  to  yield ;  his  was  not  a  stubborn,  stolid  obstinacy — 
it  was  a  consistent  firmness,  based  upon  that  highest  of  intellect- 
ual powers,  an  unerring  perception  of  the  truth,  however  sur- 
rounded and  complicated  with  the  environments  of  policy.  These 
mental  conx'ictions  were  sustained  by  a  necessary — an  equal — 
moral  courage.  In  short,  the  life  of  Mr.  Hoxie  can  be  summed 
up  in  these  three  words — firmness,  fairness,  faithfulness. 

The  strike  on  the  Southwestern  system  settled  two  great 
questions : 

First,  the  right  of  employers,  the  owners  of  property,  whether 
corporate  or  individual,  to  manage  it  in  their  own  way  under  the 
laws. 

Second:  It  settled  also  as  divine  a  right  as  sacred  a  duty, 
that  of  employes  to  demand  for  their  labor  the  greatest  com- 
pensation; this  not  granted,  to  stop  work  or  continue  as  pre- 


OTHER    HEROES    THAN    THE    WORLD  S.  51 

ferred.  In  this  contest  there  was  a  strange  inconsistency  upon 
the  part  of  the  employes,  a  discrimination  in  their  own  actions: 
If  it  were  right  to  derail,  to  stop  freight  trains,  why  not  right  to 
stop,  to  destroy  passenger  and  mail  trains  too  ? 

Harmony  restored,  Mr.  Hoxie  sought  to  regain  his  shattered 
health  by  travel  and  by  the  aid  of  the  best  surgical  skill  in  our 
country,  but  without  restoration.  Still,  in  his  sick-chamber  his 
mind  went  back  to  the  faithful  in  his  employment.  One  of  his 
last  inquiries,  perhaps  the  very  last,  away  in  New  York  City, 
he  telegraphed  his  Chief  Superintendent  in  that  department: 
"  What  has  become  of  the  boy-operator,  E.  H.  Sladek,  that  saved 
bridge  Thirty-seven  on  the  night  of  the  14th  of  February,  1885  ?'' 
The  answer  was  sent:  "He  is  occupying  an  humble  position  as 
night  operator."  Mr.  Hoxie  directed  his  promotion  at  once;  he 
was  sent  to  Sedalia,  and  occupies  a  lucrative  position  in  the 
Superintendent's  office.  What  a  contrast!  Napoleon,  on  the 
lonely  island  of  his  last  banishment,  that  stormy  night  on  which 
his  spirit  left  his  doubly  exiled  body,  kept  muttering:  "Tete 
DE  l'Armee,"  Head  of  the  Army.  Mr.  Hoxie,  forgetful  of  himself, 
inquires:  What  has  become  of  the  boy  that  saved  the  burning 
bridge  ? 

But  let  those  speak  who  were  nearer,  more  competent  to 
judge,  and  abler  to  express  the  appreciation  of  his  associates  and 
their  estimate  of  him : 

Whereas,  We  have  to-day  received  the  sad  news  of  the  death  of  H.  M.  Hoxie, 
First  Vice-President  of  the  Company ; 

Whereas,  We  have  been  associated  with  Mr.  Hoxie  as  employes  during  the  past 
five  years,  in  which  he  has  been  connected  with  the  management  of  the  Missouri  Paci- 
fic system  as  General  Manager,  Third  Vice-President,  and  First  Vice-President,  some  of 
us  having  held  positions  in  connection  with  his  management  of  railways  for  a  still 
longer  period,  and 

Whereas,  The  successful  results  which  have  attended  his  management  of  railway 
affairs  are  a  source  of  gratification  and  pride  to  all  who  have  worked  in  harmonious 
relations  with  him  in  carrying  out  tlic  policy  which  he  adopted,  and 


52  OTHER    HEROES    THAN    THE    WORLD  S. 

Whereas,  The  uniform  courtesy  and  kindness  of  Mr.  Hoxie  toward  all  employes 
with  whom  he  came  into  personal  relations,  and  the  interest  and  appreciation  shown 
by  him  in  the  work  and  welfare  of  all,  whether  personally  known  to  him  or  not,  have 
established  between  himself  and  those  connected  with  his  management  the  relation- 
ship of  friends  as  well  as  co-laborers,  therefore, 

Resolved,  That  in  the  death  of  H.  M.  Hoxie,  First  Vice-President,  this  Company 
has  lost  an  executive  whose  ability,  judgment,  and  strength  of  purpose  have  been  of 
great  and  lasting  benefit  not  onlyto  this  system  of  railways  but  to  the  railway  interest 
of  the  entire  country.  The  employes  have  lost  a  leader  whose  methods  have  tended 
to  enlarge  the  dignity  of  the  business  in  which  we  are  engaged,  and  whose  example 
has  been  an  incentive  to  the  attainment  of  the  highest  rewards  of  our  profession 
through  diligence,  fidelity,  and  labor.  We  have  lost  a  friend  whose  personal  qualities 
endeared  him  to  all  who  were  brought  into  relations  with  him,  and  bound  all  who  were 
within  the  circle  of  his  official  authority  by  ties  of  admiration  and  respect. 

Resolved,  That  the  signatures  of  all  who  are  present  be  attached  to  these  resolu- 
tions, and  that  the  original  be  forwarded  to  Mrs.  Hoxie  as  a  memorial. 

These  resolutions  were  signed  by  the  officers  and  employes 
of  the  Missouri  Pacific  svstem. 


George  Noble 

Was  born  in  Franklin  County,  Pennsylvania,  1830.  While  yet 
a  boy  he  embarked  in  the  railroad  business,  commencing  like  all 
beginners  at  the  bottom  round  of  the  ladder  in  a  subordinate 
position  on  the  Pennsylvania  Railroad.  He  remained  with  this 
road  until  1862  or  1863,  when  he  severed  his  connection  with  it 
and  went  West  to  look  after  the  mining  interests  of  his  uncle, 
Col.  Thomas  A.  Scott,  in  California  and  Arizona.  He  returned 
from  the  West  in  1866,  and  was  appointed  Superintendent  of  the 
Eastern  Division  of  the  Kansas  Pacific  Railroad.  He  served  in 
this  capacity  until  March  i,  1874,  when  he  resigned  to  accept 
the  general  superintendency  of  the  Texas  and  Pacific  Railroad, 
which  office  he  held  until  May,  1881.  Col.  Thos.  A.  Scott  ("1872) 
came  into  the  possession  of  the  Texas  and  Pacific  Railroad,  formed 
out  of  three  distinct  corporations,  all  together  controlling  only 
fortv-four  miles  of  roadbed.     Thirteen  miles  were  added  before 


OTHER  HEROES  THAN  THE  WORLD'S.  53 

Col.  Noble  took  charge  (1874).  Under  his  administration  the 
line  had  reached,  May,  1880,  four  hundred  and  fortv-four  miles; 
May,  1 88 1,  eight  hundred  miles,  with  contracts  perfected  ^or  the 
completion  of  the  lines  from  New  Orleans  to  El  Paso;  or  in  the 
aggregate,  in  January,  1882,  arrangements  had  been  made  for  the 
completion  of  the  whole,  one  thousand  four  hundred  and  eighty- 
seven  miles,  virtually  (via  Southern  Pacific)  connecting  the  waters 
of  the  two  oceans. 

Col.  Scott's  health  failing  rapidly,  he  sold  his  interest  in  the 
Texas  and  Pacific  to  Mr.  Gould. 

With  "the  great  projector"  of  the  system  gone.  Col.  Noble 
tendered  his  resignation — retired  with  his  uncle.  His  connection 
with  the  road  began  at  a  most  inauspicious  time.  It  was  vir- 
tually without  roadbed,  without  rolling  stock,  and  paralyzed 
with  an  accumulated  debt,  without  credit  and  without  friends. 
At  the  close  of  the  seventh  year  he  left  it  the  longest  line  in  the 
State. 

Details  are  out  of  place  here,  but  when  it  is  estimated  that  it 
requires  of  material,  twelve  thousand  cars,  equal  to  one  hundred 
and  twenty  thousand  tons  for  each  one  hundred  miles,  equivalent 
to  twelve  million  tons  hauled  one  mile,  some  conception  of  the 
extra  work  done  by  the  road  can  be  gained,  and  all  in  addition 
to  a  heavy  commercial  traffic  besides.  All  this  extra  transpor- 
tation had  to  be  pro\'ided  for  by  the  General  Superintendent 
through  his  subordinates. 

What  a  grand  peace  army !  Still  all  were  not  sunshiny  days. 
Col.  Noble  had  in  that  great  army  discordant,  discontented  men. 
When  the  strike  of  1877  swept  over  the  whole  countrv,  the  Texas 
and  Pacific,  with  other  roads  in  the  State,  suft'ered  its  full  share  of 
loss  of  property  and  traffic. 

An  incident  occurring  then  must  not  be  omitted.  Col.  Noble 
was  absent,  returning  on  Saturday  night.  Sunday  morning  he 
was  met  by  a  committee  of  the  men  making  certain  demands. 


54  OTHER    HEROES    THAN    THE    WORLD  S. 

His  reply,  so  characteristic  of  him,  was:  "No,  gentlemen,  I  will 
not  give  you  an  answer  on  the  vSabbath  day.  I  do  not  engage  to 
transact  any  business  on  that  day,  but  if  you  will  wait  until  to- 
morrow morning  I  will  give  you  a  reply."  The  excited  crowd 
withdrew.  He  went  to  church  as  usual.  Monday  he  gave  his 
answer,  and  men,  who  the  previous  day  were  frenzied  with  their 
imaginary  wrongs,  throwing  their  hats  into  the  air,  hurrahed  for 
George  Noble! 

It  was  a  fixed  habit  of  the  Colonel  never  to  go  to  his  office  on 
Sunday,  never  to  transact  any  business  on  that  day.  In  the 
morning  he  attended  Sabbath-school,  and  at  ii  o'clock  he  was 
in  his  accustomed  seat  listening  to  his  pastor  as  he  dispensed  the 
light  and  truth  of  the  Gospel. 

For  nearlv  fi^'e  years  after  his  resignation  he  engaged  in  pri- 
vate business,  having  large  interests  in  both  mining  and  cattle. 
The  Texas  and  Pacific  going  into  the  hands  of  receivers,  Janu- 
ary, 1886,  Governor  John  C.  Brown  called  again  to  his  aid  his 
tried  friend,  believing  that  the  builder  was  the  best  r^builder,  and 
hence  we  find  the  Colonel  put  as  agent  of  the  receivers,  and  soon 
as  General  Superintendent  of  the  Texas  and  Pacific,  with  head- 
quarters at  Dallas.  The  work  of  rebuilding  had  hardly  begun 
before  upon  them  was  "the  strike,"  which,  although  originating 
upon  the  Texas  and  Pacific,  was  soon  transferred  to  the  Mis- 
souri Pacific,  or  Southwestern  System.  The  Texas  and  Pacific, 
being  in  the  hands  of  the  United  States  Court,  received  the 
prompt  and  efficient  protection  of  the  Government,  and  the  inter- 
ference was  of  short  duration. 

Still,  while  the  whole  people  were  excited  over  the  troubles, 
railroad  managers  and  employes  alike,  Col.  Noble  stood  in  the 
storm  with  all  his  senses  about  him,  firm,  unembarrassed — looked 
upon  as  a  reliable  friend  by  the  employes,  and  known  to  be  faith- 
ful by  the  employers.  His  address,  his  work,  his  uniform  good 
temper  did  much  toward  bringing  about  harmony.     Like  Nep- 


OTHER    HEROES    THAN    THE    WORLD  S.  55 

tune  of  the  seas,  his  very  presence  calmed  the  tumultuous  crowd 
and  dispelled  the  angry  passions  of  the  excited  multitude. 

His  loss  to  the  people  among  whom  he  lived,  and  for  whom  he 
worked,  can  not  be  estimated,  and  there  will  not  be  an  employe 
on  the  railroad  of  which  he  was  one  of  the  heads  who  will  not 
feel  that  a  friend  truly  is  gone.  Visiting  his  office  a  few  days 
since,  the  draped  walls,  the  vacant  chair,  all,  all  too  truthfully 
forced  upon  me  the  realization,  and  involuntarily  I  repeated: 

But,  O,  for  the  touch  of  a  vanished  hand 
And  the  sound  of  a  voice  that  is  still! 

But  let  the  man  of  God,  one  of  his  spiritual  advisers,  add  his 
tribute : 

It  was  my  privilege  to  have  known  our  deceased  brother  for  many  years.  To 
know  him  was  to  love  him.  His  friendship  honored  those  who  were  allowed  to  share 
it.  He  was  a  brave  defender  of  good  government,  yet  always  with  respectful  regard 
for  the  rights  of  others.  To  his  superiors  in  office  he  was  loyal  and  true,  to  his  equals 
generous  and  courteous,  to  his  subordinates  considerate  and  kind.  While  a  master  of 
minute  detail  in  matters  of  business,  he  grasped  with  the  mind  of  a  statesman  meas- 
ures of  wide  policy.  He  was  the  friend  of  Texas.  He  loved  her  climate ;  he  lov^ed 
her  soil.  He  was  among  the  first  to  perceive  her  grand  possibilities  and  to  execute 
measures  by  which  their  realization  became  practicable.  His  mind  was  early  aware 
of  her  vast  latent  resources,  and  his  best  years  were  giv^en  to  perfecting  agencies  for 
their  development.  But  why  speak  of  these  things  with  my  stammering  tongue? 
The  growing  towns  from  Texarkana  to  El  Paso,  owing  their  prosperity  largely  to  his 
genius,  weave  the  chaplet  of  laurel  we  lay  upon  his  brow.  The  happy  families  all 
along  the  line,  helped  to  comfort  by  his  toil,  place  their  sprig  of  evergreen  within  his 
sepulcher.  The  laborers,  who  lov^ed  to  serve  beneath  his  gentle  hand,  gem  with  tears 
the  floral  honors  on  his  bier.  This  is  the  homage  which  virtue  alone  can  attain,  and 
is  rendered  only  to  the  good.  He  is  not  dead  but  sleepeth ;  not  lost  to  us,  but  gone 
before.  He  tilled  out  the  rounded  requirements  of  God's  law.  '  What  doth  the  Lord 
require  of  thee  but  to  do  justly,  and  to  love  mercy,  and  to  walk  humbly  with  thy 
God?'  No  man  ever  accused  him  of  an  injustice  to  the  value  of  a  hair;  none  was 
ever  weak  who  did  not  experience  his  mercy;  no  glance  of  pride  ev^er  burned  in  his 
eye.  Such  men  are  rare  in  any  age.  It  is  the  glory  of  ours  to  have  produced  this 
one,  and  we  lay  him  down  to  rest  with  the  best  homage  of  our  grateful  but  afflicted 
hearts,  a  recognition  of  his  worth. 

Rest  in  peace,  and  let  eternal  light  shine  upon  thee:  and  the  glory  of  the  ever- 
lasting day  gather  round  about  thee.  Thy  example  is  our  incentive  to  noble  deeds, 
thy  memory  our  benediction. 


56  OTHER  HEROES  THAN  THE  WORLD  S. 

G.  J.  FOREACRE 

Was  bom  at  Rainsborough,  Ohio,  February  19,  1828.  Early  in 
the  "fifties"  he  removed  from  Ohio  to  Atlanta,  Georgia,  begin- 
ning work  with  the  stage  line  between  that  city  and  Montgomery, 
Alabama.  He  remained  with  the  stage  line  a  short  time  only, 
and  then  took  a  position  as  section  boss  on  the  Central  Rail- 
road. This  he  filled  with  credit  to  himself,  and  with  such  satis- 
faction to  the  company  that  in  a  short  time  he  was  appointed 
conductor.  This  appointment  was  quickly  followed  by  an  order 
from  the  president  promoting  him  to  the  Atlanta  agency.  While 
serving  in  this  capacity  he  manifested  that  peculiar  tact,  a  knowl- 
edge of  men  and  business,  the  ability  to  manage,  to  direct,  which 
m.ade  him  sought  by  many  roads.  As  agent  of  the  road  he  was 
upon  the  eve  of  being  again  promoted  when  the  war  broke  out. 
Although  an  Ohio  man,  he  had  lived  long  enough  in  Georgia  to 
become  thoroughly  identified  with  her  interests,  and  when  the 
time  for  action  came  he  enlisted  and  went  to  the  front.  In  1861 
he  left  Atlanta  as  Captain  of  Company  "B  "  of  the  famous  Seventh 
Georgia  regiment,  and  throughout  the  sanguinary  contest  was 
unwavering  in  his  fidelity  to  the  Southern  cause.  He  was  a  gal- 
lant soldier,  and  was  wounded  severely  in  the  first  battle  of  Ma- 
nassas. His  illness,  consequent  upon  this  wound,  was  painful 
and  protracted,  and  at  times  his  life  was  despaired  of  by  his 
friends.  When  but  partially  restored  to  health  he  resumed  his 
place  in  the  army  and  was  subsequently  promoted  to  the  colonelcy. 
The  war  ended,  he  wisely  accepted  the  situation  and  went  bravely 
to  work  to  repair  his  broken  fortunes.  Although  Atlanta  was  in 
ashes,  he  believed  she  would  become  a  thriving,  busy  city;  that 
she  was  not  only  the  "  Gate  City,"  but  the  railroad  center  of  the 
Southeast. 

The  wound  received  at  Manassas  was  still  annoying  him  to 
such  an  extent  that  his  activity  was  greatly  impaired.     He  pur- 


OTHER    HEROES   THAN    THE    WORLD  S.  57 

chased  a  farm  near  Atlanta  and  started  the  successful  Sugar  Creek 
Paper  Mills.  Here,  while  his  health  was  recovering,  he  declined 
several  fine  railroad  positions,  but  after  growing  strong  and  suf- 
ficiently restored,  as  he  thought,  he  accepted  a  place  with  the 
Central  Railroad  again,  as  General  Agent. 

During  this  time  the  Montgomery  and  West  Point  Railroad, 
then  a  long  line  of  some  two  hundred  miles  with  its  branches, 
was  in  such  a  condition  that  it  must  be  either  repaired  or  aban- 
doned. Mr.  Charles  T.  Pollard,  its  president,  applied  to  Mr.  Wad- 
ley  of  the  Central,  to  let  his  company  have  Col.  Foreacre  for  this 
important  and  expensive  work,  requiring  the  rarest  combination 
of  economic,  executive,  and  administrative  ability.  Mr.  Wadley 
consented,  and  Col.  Foreacre,  from  June,  1870,  to  April,  1872, 
addressed  himself  to  this  difficult  task.  When  he  took  charge, 
the  fact  that  a  train  arrived  on  time  was  an  agreeable  surprise — 
not  to  come  at  all  was  the  rule. 

Col.  Foreacre  was  a  man  of  magnificent  physique,  of  splendid 
personal  appearance,  of  frank  and  easy  address.  He  possessed  a 
high  practical  knowledge  of  the  work  he  was  about  to  undertake. 
Once  a  poor  employe,  he  had  the  liveliest  interest  in  the  em- 
ployes, and  soon  became  acquainted  with  e\'ery  man  on  the  road. 
Before  a  train  would  leave  the  depot  he  would  personally  inter- 
A^iew  the  engineer,  examine  the  engine,  see  for  himself  that  every- 
thing was  "  all  right,"  then  with  an  approving  smile  he  would  say: 
"Jack,  try  to  get  over  to-day."  The  result — the  train  steamed 
out  with  everybody  in  a  good  humor,  and  a  determination  to  look 
out  for  and  avoid  running  recklessly  over  the  bad  places.  Within 
less  than  three  years  this  road  (now  the  Western  Railroad  of  Ala- 
bama) was  the  best  equipped  and  made  the  quickest  time  and 
surest  connections  of  any  in  the  State  or  in  the  South. 

Here  Col.  Foreacre  showed  his  economic  management  in 
lengthening  the  runs.  He  saw  the  same  cars  o\-er  the  same  gauge 
roads  could  be  advantageoush'  handled  by  the  same  train  hands 


58  OTHER    HEROES    THAN    THE    WORLD  S. 

and  with  more  comfort  to  the  passengers.  Hence  the  trip  from 
Atlanta  to  Montgomery  (heretofore  two  separate  managements 
with  two  separate  crews)  could  be  run  as  one  solid  through  train. 
This  was  done,  and  with  such  success  that  soon  after  leaving  the 
"Western"  he  secured,  by  his  personal  influence,  a  through  sleep- 
ing-car line  from  the  North  to  the  South,  inaugurating  the  line 
from  Washington  to  New  Orleans  via  the  Kenesaw  route.  This 
was  really  the  pioneer  line,  using  a  car-hoist  to  overcome  the 
broken  gauge  at  Lynchburg,  Virginia.  It  was  also  at  his  sug- 
gestion that  the  first  sleeping-car  line  from  Boston  to  Florida  was 
established.  ^,\nd  to  this  arrangement  to-day  Florida  owes  her 
popularity  as  a  winter  resort  for  invalids. 

It  was  during  his  connection  with  the  "Western"  that  his 
interest  in  schools  and  colleges  became  known  to  the  writer.  The 
Agricultural  and  Mechanical  College  of  the  State  was  to  be  located 
by  the  legislature,  and,  with  four  other  towns  and  cities  compet- 
ing, Auburn  was  an  applicant.  His  idea  was  that  the  college 
would  be  a  source  of  revenue  as  well  as  an  ornament  to  his  road. 
Its  location  at  Auburn  has  verified  his  anticipation.  It  is  one  of 
the  most  popular  and  flourishing  institutions  in  the  State.  Edu- 
cational gatherings  all  along  his  lines  received  his  personal  recog- 
nition and  his  strong  support. 

From  the  ' '  Western ' '  he  returned  to  the  ' '  Central ' '  and  was 
Superintendent  of  the  Atlanta  Division.  From  April,  1875,  ^^ 
March,  1877,  he  was  General  Manager  of  the  Washington  City, 
Virginia  Midland  and  Great  Southern  Railroad ;  while,  returning 
to  his  home,  from  March,  1877,  to  April,  1881,  he  was  General 
Manager  of  the  Atlanta  and  Charlotte  Air  Line  Road.  During 
his  connection  with  this  road  he  projected  many  smaller  lines, 
becoming  Superintendent  of  the  Georgia  Pacific.  He  entered  the 
service  of  the  Baltimore  and  Ohio  Railroad  January  i,  1884,  as 
tlie  General  Superintendent  of  the  Trans  Ohio  Division,  with  head- 
(juarters  at  Newark,  Ohio.     This  position  he  held  till  his  death. 


OTHER    HEROES    THAN    THE    WORLD  S.  59 

The  Virginia  Midland  was  really  a  Baltimore  and  Ohio  line,  and 
his  return  to  this  company  was  a  reciprocal  gratification.  Here, 
besides  having  a  larger  sphere,  he  had  a  company  that  was  stable 
in  its  management,  progressive  enough,  conservative  enough, 
appreciating  and  rewarding  diligent  and  faithful  officials. 

Col.  Foreacre  possessed  those  great  prime  requisites  of  all 
successful  managers.  He  was  a  man  of  marked  intellectual  vigor, 
conscientious  in  the  discharge  of  every  duty,  inflexible  in  his 
adherence  to  the  right,  unswerving  in  his  support  of  order  and 
good  government.  He  had  a  heart  of  womanly  tenderness,  dis- 
pensing on  all  occasions  with  an  open  hand  to  the  calls  of  deserv- 
ing charity.  With  a  most  happy  temper  and  pleasant  deportment 
he  won  without  effort  the  respect  and  love  of  every  one  whom 
he  met. 

He  loved  Atlanta.  It  was  the  home  of  his  adoption,  the 
field  of  his  greatest  efforts  and  most  successful  triumphs.  The 
graves  of  his  children  were  there,  and  naturally  he  desired  that 
his  last  resting-place  should  be  there.  Loving  and  dev^oted 
friends  saw  that  his  wish  was  carried  out.  His  was  one  of 
the  largest,  if  not  the  very  largest,  funeral  processions  ever  wit- 
nessed in  that  city.  Citizens  of  high  and  low  degree,  senators, 
governors,  all  were  present  to  show  their  appreciation  of  the  life 
and  their  profound  sorrow  at  the  death  of  G.  J.  Foreacre.  Fit 
inscription  for  his  tomb  would  be : 

"Mark  the  perfect  man,  and  behold  the  upright:  for  the  end 
of  that  man  is  peace." 

These  men  did-  not  own  the  railroads — were  simply  employes. 

H.  M.  Hoxie,  George  Noble,  and  G.  J.  Foreacre  were  alike 
poor  boys,  industrious  youths,  good  citizens.  Christian  gentlemen 
(consistent  members  respectively  of  the  Episcopal,  Presbyterian, 
and  Methodist  Church).  They  so  directed  circumstances  as  to 
become  honored  in  their  day  and  generation.  Their ' '  Lix^es ' '  should 
be  read,  for  in  them  our  young  men  have  the  key  of  their  success ! 


PART  V. 

Meeting  of  the  N.  E.  A. — Evolution  of  the  Sleeping  Car — 
Feats  of  Engineering. 

"  In  1859  California  and  Oregon,  on  the  Pacific,  were  States  of 
the  Union,  yet  news  from  them  could  only  reach  their  sister  States 
of  the  Atlantic  seaboard  in  twenty  to  thirty  days.  The  glamour 
and  pageantry  of  the  Crusaders  in  the  eleventh  and  twelfth  cen- 
turies were  rex'ived  in  the  fifteenth  and  sixteenth  by  Columbus, 

Cortez,  and  Pizar- 
ro,  and  repeated 
in  the  nineteenth 
by  Taylor,  Scott, 
Fremont,  and  Don- 
iphan. As  a  result- 
ant were  the  won- 
derful gold  discov- 
eries of  1849  in 
California    and     a 

PONY  EXPRESS.  g^^^^    ^^^^    ^^^^_ 

fledged  and  armed  in  a  day,  as  Minerva  from  the  brain  of  Jove. 
Among  the  wonderful  and  prolific  accomplishments  of  Western 
thought  and  genius  was  the  conception  and  successful  fruition  of 
the  pony  express,  concei\'ed  amid  the  mountain  grandeur  of  the 
Western  plains. 

"  It  was  formulated  by  Senator  Gwinn,  of  California,  and  fash- 
ioned and  nurtured  to  success  by  Russell,  Majors,  and  Waddell, 
of  the  overland  mail-coach  system,  in  1858,  as  established  by  Con- 
gress.    The  ocean  communication  via  Central  America  occupied 

(60^ 


MEETING    OF    THE    N.   E.   A. 


61 


twentv-two  days,  with  propitious  sea  voyages.  Could  this  be 
reduced?  The  stage  took  from  twenty  to  twenty-five  days, 
according  to  the  weather. 

The  pony  express  required  sixty  riders,  brave,  bold,  good 
fellows.     Their  watchword  was  ' '  Excelsior. 

The  pony  express  started  weekly  from  St.  Joseph  and  San 
Francisco,  mails  and  telegraphic  dispatches  for  these  points  and. 


This  train  was  under  the  management  of  Mr.  Charles  A.  Brown,  of  the  Chicago,  Milwaukee 

and  St.  Paul  Railway. 

the  cities  in  the  far  East  being  transferred  at  Salt  Lake,  124  hours 
from  St.  Joseph  and  136  hours  out  from  San  Francisco. 
What  a  change ! 

"From  Hell  Gate  to  Gold  Gate 
And  the  Sabbath  unbroken. 
A  sweep  continental 
And  the  Saxon  yet  spoken." 

Whether  on  the  trail  of  "  '49"  or  on  the  rail  of  "  '69,"  or  by  the 
tedious  voyage  around  "the  Horn,"  our  mother-tongue  has  had 
much  to  do  in  the  occupation  of  this  continent. 

There  left  Boston,  Friday  (4.30  p.  m.j,  July  6,  1888,  a  train 
consisting  of  eight  Pullmans  and  a  baggage  car  for  San  Francisco. 


62 


EVOLUTION    OF    THE    SLEEPING    CAR. 


This  train  did  not  tra\-cl  as  fast  as  the  one  (centennial  year)  mak- 
ing the  time  between  New  York  and  San  Francisco,  3,31 7  miles,  in 
83  hours  and  23  minutes,  three  days  and  a  half  (3.47),  or  forty 
miles  an  liour,  but,  stopping  at  many  points  of  interest,  spending 
whole  days  in  cities,  reached  San  Francisco  Tuesday,  July  i6th 

(4.30  p.m.),^vitli  231  passengers, 
all  delighted  with  the  safety, 
comfort,  and  jileasurc  of  the  trip. 
There  were  trains  from  the 
Lakes,  trains  from  the  Gulf, 
trains  from  the  Prairies,  trains 
from  all  ])oints  of  the  educational 
compass,  imtil  there  were  gath- 
ered and  housed  wiiJiiti  the 
(jolden  Cxate  twenty  tlwiisand 
souls  —  the  National  I^^duca- 
tional  Association. 

Not  all  of  these  were  teachers 
-  they  were  all  learners,  how- 
cx'cr,  and  carried  home  with 
them  lessons  of  wisdom  more 
precious  than  the  gold  of  (Jphir, 
more  enduring  than  the  riches  of 
"the  silver  satrap  of  the  Sierras." 
One  agency,  a  great  factor  in 
the  success  of  this  meeting,  was 
the  Palace  Car.  Travel  by  night 
as  well  as  by  day,  economy  of  time,  made  the  sleeping  car  a 
necessity,  and  the  inventive  genius  (jf  man  was  nc:)t  long  in  soh'ing 
the  question. 

Without  entering  into  a  discussion — lea\'ingout  all  controversy 
— it  seems  that  Mr.  Woodruffwas  the  first  toconceiveand  tocarry 
out  practically  his  idea  of  a  sleeping  car.     It  is  not  denied  that 


No.  9.    .^N   IMPROVISED  SLKEPEK. 


EVOLUTION    OF    THE    SLEEPING    CAR. 


63 


both  Mr.  Wagner  and  Mr.  Pullman  profited  by  Mr.  Woodruff's 
invention ;  and  while,  doubtless,  the  very  first  attempt  to  furnish 
the  railway  traveler  a  place  to  sleep  was  upon  the  Cumberland 
Valley  Railroad  of  Pennsylvania,  Mr.  George  M.  Pullman  early 
comprehended  the  real  magnitude  of  the  problem,  and  set  about 
its  solution. 

Mr.  Pullman's  first  eft'ort  was  the  conversion  of  "  No.  9,"  as  it 
was  known,  an  ordinary  day  coach,  into  an  improvised  sleeper. 

In  1864  he  perfected 
plans  for  what  was  to  be 
a  radical  change  even  in 
sleeping  cars.  He  built 
at  a  cost  then  thought  to 
be  a  fabulous  sum  for 
the  purpose,  $18,000,  the 
"Pioneer." 

This  car  being  wider 
and  higher  than  any  here- 
tofore in  use,  required 
changes  on  the  part  of 
the  railroads  in  their 
bridges  and  cul\'erts. 
This  was  cheerfully 
done  by  the  railroads; 
the  traveling  public  n(3w  fairly  demanded  this  sleeper  of   them. 

In  1867  the  Pullman  Car  Company  was  organized.  About  the 
same  time  the  Wagner  Company  came  into  the  field,  furnishing 
sleepers  for  the  Vanderbilt  and  connecting  lines. 

Sleepers  by  night,  luxurious  couches,  suggested  spacious  draw- 
ing-rooms for  day  travel,  and  the  Parlor  Car  is  furnished.  And 
now  Hotel  Cars  are  needed,  and  the  Pullman  Company  introduced 
the  first,  aptly  named  the  "President."  This  car  was  put  into 
service  on  the  Great  Western  Railway  of  Canada,  1867. 


P.'^RLOR   CAR. 

(courtesy  of  the  CHICAGO  AND  NORTHWESTERN.) 


64 


EVOLUTION    OF    THE    SLEEPING    CAR. 


The  Hotel  Car  was 
rather  cramped.  The 
tables,  portable,  had  to 
be  arranged  between 
the  seats;  hence  the 
Dining  Car  "  Delmon- 
ico"  makes  its  appear- 
ance, 1868. 

But  to  reach  this 
car,  passengers — men, 
women,  and  children 
— had  to  pass  through 
other  cars,  cross  over 
platforms  with  more 
or  less  inconvenience 
and    positive    danger. 


DINING  CAR. 

(CHICAGO  AND  NORTHWESTERN.) 

And  now  another  demand.  Not 
only  a ' '  covered  way, ' '  but '  'guards' ' 
must  be  furnished,  and  a  tunneled 
train — "vestibuled"  called — is  the 
latest  product  of  ]\lr.  Pullman's 
fruitful  evolutions. 
.  The  first  road  running  these  was 
the  Pennsylvania  (1886). 

On  these  trains  carrving  sleeping 
cars,  a  dining  car  fitted  out  with  a 
smoking  saloon,  a  library  with 
books,  desks,  and  writing  material, 
a  bath  room  and  a  barber  shop,  an 
American     citizen     travels    in     as 


OBSERVATION  CAR. 

(CHICAGO  AND  NORTHWESTERN.) 


PALACE  CAR  RATES. 


65 


princely  style  as  does  the  crowned  head  in  Europe  on  his  "royal 
special  train,"  and  at  figures  that  should  always  be  pasted  in 
the  hats  of  party  politicians — chronic  disturbers  of  the  peace  and 
quiet  of  our  people.* 


COMPARATIVE  RAILROAD  AND  PALACE  CAR  RATES. 


COUNTRIES. 

First 
Class. 

Second 
Class. 

Third 
Class. 

ROUTES. 

Distance          Berth 
in  Miles.          Fare. 

United  Kingdom 

Cents 
4.42 
3.86 
3.10 
2.18 

Cents 
3.20 
2.SS 
2.32 

Cents 
1.94 
2.08 
1.54 

Paris  to  Rome 

New  York  to  Chicago-  - 

Calais  to  Brindisi 

Boston  to  St.  Louis  — 

901 

912 

1,374 

1,330 

$12  75 

5  00 
22  25 

6  50 

Germany 

United  States 

The  policy  inaugurated  under  the  following  action  doubtless 
had  much  to  do  in  the  increased  and  increasing  success  of  the 
Association : 

Under  the  head  of  resolutions,  the  following  was  offered  by  Professor  Alexander 
Hogg,  of  Texas,  and  unanimously  adopted: 

In  order  to  effect  a  better  and  more  uniform  system  of  special  rates  upon  the 
various  railroads  and  other  methods  of  conveyance ;  to  secure,  as  far  as  possible,  some 
definite  concert  of  action  upon  the  part  of  the  authorities  of  the  various  lines  of  trans- 
portation for  the  next  annual  meeting  of  the  Association,  therefore,  be  it 

Resolved,  By  this  Association,  that  a  committee  of  seven  be  appointed  by  the 
president,  to  be  known  and  styled  as  "The  Department  of  Transportation." 

Resolved,  That  one  of  them,  by  appointment,  shall  be  the  president  of  the  depart- 
ment, and  that  the  remaining  six  shall  act  as  chairmen  of  the  six  districts  to  be  here- 
after determined,  and  they  shall  have  power  to  appoint  an  assistant  or  assistants  to 
aid  them  in  properly  organizing  and  perfecting  this  department. — Proceedings  of 
National  Educational  Association,  Louisville,  1877. 


*  But  the  man  who  made  it  possible  to  change  the  heretofore  tedious  journey  to 
a  continuous  delightful  trip  from  ocean  to  ocean  has  passed  away  (1898). 

No  dull,  lifeless,  speechless  marble  is  needed  to  tell  of  his  work.  To-day  from 
the  shores  of  the  Atlantic,  over  and  above  the  rugged  Alleghanies,  through  the  dark 
cavernous  tunnels  of  the  Great  Divide,  by  the  placid  waters  of  the  Pacific,  his 
monument —the  Pullman  Palace  Car — is  moving,  freighted  with  the  hopeful,  enter- 
prising traveler,  who  will  daily,  as  well  as  nightly,  add  his  praise  to,  and  bless  the 
name  of  George  M.  Pullman. 


66  THE    MADISON    MEETING. 

The  difficulties  in  the  way  were  studied  just  like  any  other 
problem,  and  while  the  very  best  arrangements  were  not  secured 
"for  the  next  annual  meeting,"  nor  the  next,  still  the  transpor- 
tation has  been  the  main  question  in  selecting  the  place  of  meet- 
ing, till  now,  through  the  combinations — traffic  associations— not 
only  is  one  fare  granted  for  the  round  trip,  with  side  excursions, 
some  for  less  than  a  fare,  but  the  railroads  have  become  the  finan- 
cial agents,  the  collectors  of  the  Association  (all  tickets  having  a 
coupon  for  the  "  plus  two  dollars  "  membership  fee) . 

This  arrangement  made  the  Madison  meeting  the  first  great 
meeting,  reaching  the  "  thousands,"  and  San  Francisco  the  great- 
est up  to  date. 

The  railroads  have  shown  their  interest  in  the  education  of  our 
common  country  in  this,  the  finest  and  largest  collection  of 
"  systems"  and  "  methods,"  in  bringing  together  the  leading  and 
controlling  spirits  of  the  three  hundred  thousand  men  and  women 
engaged  in  the  responsible  training  of  the  twenty  millions  of 
children  for  the  highest  duties  known  to  the  American  citizen — the 
casting  of  an  intelligent  ballot. 

Again,  as  late  as  1850,  there  was  not  a  mile  of  railroad  west  of 
the  ^Mississippi.  The  "centennial  year"  train  could  not  have 
made  the  trip  "  3.47  days"  before  1869 — neither  could  the  great 
National  Association  have  collected  its  teachers — nor  could  the 
thousands,  millions,  who  now  traverse  the  continent  without  com- 
prehending the  time  and  the  distance,  have  done  so  but  for  the 
undertakings,  the  accomplishments  of  the  projectors  and  build- 
ers of  the  Pacific  railways.  Commercial  interests  had  time  and 
again  suggested  these  great  enterprises,  and  men  then  called 
"  visionarv"  for  the  lack  of  the  later  coinage,  "crank,"  had  sent 
out  reconnoitering  parties,  who  made  preliminary  surveys ;  but 
the  necessity  for  so  stupendous  a  work  was  not  brought  home  to 
the  nation  until  the  Southern  States  attempted  to  secede — to 
divide  this  Union  by  a  geographical,  an  imaginary  line  east  and 


FEATS    OF    ENGINEERING. 


67 


west.  This  action  forced  the  Government  to  lend  its  aid  in  con- 
structing a  real  line — two  lines  of  steel  rail  from  the  Missouri  to  the 
Pacific — thus  uniting  by  Art  what  long  since  had  been  decreed  by 
Nature — the  perpetuity  of  this  Republic. 

A  faithful  description  of  the  work  is  beyond  the  scope  and  pur- 
pose of  this  humble  contribution. 

To  determine  the  location  alone  of  a  route  for  the  Union  Pacific, 
15,000  miles  of  instrumental  and  preliminary  lines  were  run; 
25,000  miles  of  reconnoisances  were  traveled.     The  engineers  of 


the  Central  Pa- 
the  same  thing, 
of  the  same  dif- 
parties  in  sight 
less  hospitable 
erts  and  moun- 
preliminaries 
work  of  con- 
gins,  and  for 
der  the  leader- 
M.  Dodge  and 
respectively, 
roll-calls    of 


THE  GEORGETOWN   LOOP.* 


cific  had  to  do 
and  in  the  face 
faculties,  both 
of  native  tribes 
than  the  des- 
tains.  But  the 
completed,  the 
struction  be- 
five  years,  un- 
ship of  Gen.  G. 
Chas.  Crocker, 
armies  of  men, 
thousands, 


Teuton,  Celt,  and  Celestial  (the  latter  the  most  willing  worker) ,  with 
shovels  and  pickaxes,  the  implements  of  peace  and  progress,  are 
marching  west  and  east  over  boundless  plains,  through  waterless 
deserts,  and  up  the  rugged  mountain  with  its  whelming  snow-drifts. 
But  these  giants,  instead  of  piling  Pelion  upon  Ossa  so  as  to 
scale  Olympus,  by  a  system  of  loops  and  tunnels  made  step-ladders 
of  the  lesser  peaks,  not  to  ascend  to  heaven,  but  to  place  among 
the  heavens  a  smooth  path,  "  a  plain  way"  for  all  tongues  and  all 
nations,  and  that,  too,  for  all  coming  centuries. 

*Distance  between  Silver  Plume  and  Georgetown  by  the  loop,  four  and  one  tenth 
miles;  by  wagon  road,  only  one  mile.  The  railroad  track  crosses  Clear  Creek  eigh- 
teen times. 


gg  FEATS    OF    ENGINEERING. 

A  loop  is  a  happy  device  of  engineering  to  go  through  a  moun- 
tain by  going  around  it — a  tunnel,  to  go  over  a  mountain  by  going 
through  it. 

"The  end  draweth  nigh,"  and  victory  complete  over  nature's 
barriers  is  proclaimed  upon  the  morning  of  the  9th  of  May,  1869, 
when  near  the  head  of  the  great  Salt  Lake  they  lay  down  the  last 
tie  of  polished  laurel  bound  with  silver  bands.  Nevada  sends  a 
silver  spike,  California  sends  two  of  gold,  while  Arizona,  more 
practical  than  either,  sends  three— one  of  silver,  one  of  gold,  and 
one  of  iron. 

"  The  silver  sledge  gleams  in  the  air,  and  the  blow  that  follows 
is  heard  farther  than  any  other  blow  ever  struck  by  mortal  man, 
and  all  over  the  continent  the  ringing  of  bells  and  booming  of 
cannon  simultaneously  announce  the  tidings  of  the  feat."*  In- 
stinctively the  locomotives  salute  each  other,  touch  pilots,  and 
with  a  hearty  hurrah — a  shrill  whistle — add  their  congratula- 
tions upon  the  consummation  of  this  union,  this  wedlock  of  the 
oceans. 

The  costs  of  these  two  enterprises  respectively,  the  Union 
Pacific  about  $39,000,000,  and  the  Central  Pacific  about 
$140,000,000,  but  in  the  two  years,  1872  and  1873,  there  were 
saved  to  the  Government  alone  in  the  transportation  of  postal 
and  war  materials,  $3,789,788,  or  over  twenty  per  cent  upon  first 

cost. 

The  builders  of  this  highway,  elated  by  continued  success, 
flushed  with  recent  victory,  soon  again  are  found  approaching 
each  other  from  "the  West"  and  "the  East,"  and  the  Southern 
Pacific  and  the  Texas  Pacific,  under  respectively  the  same  leaders, 
with  the  same  associates,  meet  a  second  time,  1882,  at  Sierra 
Blanca,  and  another  transcontinental  railway  is  furnished  "  on  or 
near  the  32°  parallel  of  latitude." 

*The  last  spike  and  Ihc  haiiiiner  that  drives  it  are  in  electric  communication  with 
nearly  all  the  fire  alarms  in  the  country. 


FEATS    OF    ENGINEERING. 


69 


Upon  the  Southern  Pacific  the  engineering,  and  building  too, 
if  possible,  were  even  more  difficult  that  upon  either  the  Union 


THE  ELEVATION. 


or  Central  Pacific.     The  profile  and  elevation  are  given  of  this 
wonderful  piece  of  engineering — the  Tehachapi  Loop,  or  Love 


70 


FEATS    OF    ENGINEERING. 


Knot,  as  it  is  sentimentally  called.  The  gorge  is  two  miles  long, 
the  loop  fourteen,  passing  through  fourteen  tunnels.  It  is  a  fine 
object-lesson.  A  descrip- 
tion, as  gixen  by  a  great 
teacher,  is  added : 

' '  Now  we  look  down 
upon  four  tracks  we  have  ^ 
come,  and  now  we  look  ^^ 
up  upon  three  tracks  we 
are  going,  that  are  for- 
ever crossing  themselves 
like  a  confused  witness." 


H-AcSrpT  f^^ 


..."  The  double-stranded  thread 
on  which  these  heights  are  strung, 
called  the  loop,  is  three  thousand 
seven  hundred  and  ninety-five 
feet  long,  a  great  double-bow 
knot  of  steel." 

The  engineer  talks  of  "Cuts" 
and  "Fills,"  the  latter  taken 
from  the  former,  but ' '  The  Royal 
Gorge"  is  a  "cut"  made  by  the 
Creator  Himself — excavated  by 
the  waters  of  the  Arkansas  Ri\'er 
in  adding  its  contribution  to  the 
"Father  of  Waters" — to  the  At- 
lantic Ocean. 

The  top  of  the  walls  of  this 
"cut"  above  the  tracks  is  2,600 
feet  ;  the  distance  between  the 
walls  at  narrowest  place  is  55 
feet ;  the  length  of  the  gorge  is  about  two  miles.  In  this  splen- 
did piece  of  work  by  Nature,  Art  comes  in,  and  the  engineer. 


FEATS    OF    ENGINEERING, 


71 


Mr.  Shaler 
Smith,  find- 
ing it  im- 
practical, if 
not  impossi- 
ble, to  secure 
a  foundation 
suitable, 
c  o  n  c  e  ives 
the  idea,  and 
builds  what 
to  the  entire 
engineering 
world  is 
known  as 
The  Hang- 
ing Bridge. 
The  boldness 
of  this  con- 
ception was 
only  equaled 
by  the  suc- 
cessful exe- 
cution of  it. 
It  has  won 
the  praise  of 
both  conti- 
nents. Here 
science  and 
skill  were 
most  happi- 
ly wedded. 


THE  ROY.AL  GORGE. 


72  FEATS    OF    ENGINEERING 

With  this  introduction  the  traveler — the  stranger — is  prepared 
to  feel  the  inspiration,  to  appreciate  the  truth,  of  the  following: 

"Mortal  ere  you  enter  here, 
Pause  and  bare  thy  brow  before  Him, 

You  are  entering  a  temple  which  the  Mighty  One  did  rear ; 
Put  thy  shoes  from  off  thy  feet, 
And  with  sacred  awe  adore  Him 
Throned  in  awful  might  and  majesty; 
The  Great  One  dwelleth  here." 

New  Roads. — In  our  country  railroad  building  (1888)  has  not 
kept  pace  with  previous  years ;  not  so  much  as  in  1887,  but  is  even 
more  active  in  foreign  countries. 

It  is  announced  that  "  The  Tientsin  Railway,  the  first  practical 
railway  in  China,  which  was  formally  opened  in  October,  1888,  is 
eighty-one  miles  long.  This  road  extends  from  Tientsin  to 
Ton  sham." 

It  is  but  fair  to  believe  that  this  railway  work  is  the  dawn  of  a 
new  civilization  within  the  heretofore  closed  walls  of  this  mighty 
empire.  The  returning  Celestial  may  have  had  something  to  do 
with  it. 

South  America,  perhaps,  in  Peru  and  Bolivia,  is  prosecuting 
the  most  stupendous  railway  enterprises  of  this  era,  and  it  is 
gratifying  to  know  that  the  suggestion  found  on  page  23  is  now 
fulfilling. 

Railroading  Above  the  Arctic  Circle. — "An  important 
engineering  enterprise,  now  in  progress,  is  a  railroad  to  the  Arctic 
Circle.  The  Swedish  and  Norwegian  railroad  now  building  from 
Lulea,  on  the  Gulf  of  Bothnia,  to  Luffoden,  on  the  North  Sea,  is 
partly  situated  within  the  Arctic  Circle,  and  is  some  1,200  miles 
farther  north  than  any  railroad  in  Canada."* 

*  Stockholm,  December  7, 1900. — The  most  northern  railroad  in  the  world,  which 
runs  from  Narvike,  on  the  west  coast  of  Norway,  to  Gellivari,  in  Sweden,  has  been 
opened.  It  is  situated  north  of  the  polar  circle  and  farther  north  than  any  of  the 
Russian,  European,  or  Asiatic  lines.  It  has  twenty  tunnels,  and  communicates  with 
Christiana,  Stockholm,  and  with  the  Russian  and  Siberian  lines  through  Finland. 


SAFETY    APPLIANCES.  73 

Since  the  railroad  is  the  only  invading  army  that  never  breaks 
its  line  of  communication,  never  "changes  its  base,"  why  not 
attempt,  not  to  reach  the  North  Pole,  but  the  "open  polar  sea," 
by  building  a  railway  to  it ?  Such  an  "expedition,"  not  able  to  go 
forward,  could  at  least  retreat. 

Safety  Appliances. — Great  progress  has  been  made  in  the 
past  two  years  in  safety  appliances.  The  deadly  coal-stove  has 
been  superseded — not  on  all  trains,  but  a  beginning ;  a  successful 
test  has  been  made  of  steam  heating.  The  first  road  to  adopt 
steam  heat  w^as  the  elevated,  in  New  York ;  the  next,  the  Boston 
and  Albany.  An  official  of  the  latter  gives  the  following:  "We 
equipped  two  trains  in  the  fall  of  1886,  and  ran  them  through  that 
winter.  In  the  spring  of  1887  the  contract  was  made  with  the 
Martin  Steam  Heating  Company  to  equip  all  our  trains  as  fast  as 
possible.  In  the  fall  of  1887  our  New  York  train  was  equipped 
with  steam  heat,  and  now  most  of  our  passenger  trains  are  so 
equipped." 

The  same  official  adds :  "  The  electric  light  for  trains  was  first 
tried  by  the  Pennsylvania  Railroad  in  1884  on  a  few  drawing- 
room  cars  only.  The  first  entire  train  to  be  lighted  by  electricity 
in  America  (and  as  far  as  known  in  the  world)  ran  from  Boston  to 
New  York,  over  the  Boston  and  Albany  (Springfield  Line),  March 
30,  1887.     This  train  has  been  running  continuously  since." 

In  this  advance  heat  and  light  have  traveled  together;  the 
result  of  their  merciful  mission  has  been  greater  security  to  the 
life  and  comfort  of  the  passengers.  Meantime,  the  safety  of  the 
exposed  and  too-long-neglected  train  hand  has  received  the  con- 
sideration due,  and  the  following  is  quoted  in  evidence  that 
legislatures  are  looking  into  this  matter:  "The  bill  compelling  all 
roads  operating  in  the  State  of  New  York  to  equip  their  freight 
cars  w4th  automatic  couplers  has  become  a  law.  Until  November 
I,  1890,  is  given  the  roads  to  comply  with  the  provisions  of  the 
law.     The  penalty  for  non-compliance  is  $500  for  each  offense." 


74  SUNDAY    TRAINS. 

When  we  consider  the  great  army  of  brakemen  exposed  to 
heat  and  cold,  to  sunshine  and  storm  (on  the  cars,  between  the  cars, 
UNDER  the  cars),  and  the  number  of  these  faithful  fellows  daily 
maimed  or  killed  outright,  the  universal  adoption  of  the  auto- 
matic coupler  must  be  hailed  as  the  most  advanced  advance  in 
railway  safety  appliances.* 

Sunday  Trains. — This  is  perhaps  the  most  difficult  problem — 
being  both  a  religious  and  an  economic  question  at  the  same  time — 
that  the  managers  of  the  roads  have  to  confront.  It  is  not  true 
that  the  managers  are  responsible  for  Sunday  trains .  They  would 
prefer  no  sound  of  whistle  or  engine  bell  be  heard  on  their  lines  on 
the  Sabbath.  It  is  true  that  the  patrons,  the  travelers,  the  ship- 
pers, are  responsible.     Says  a  late  writer : 

Competition  is  perhaps  more  severe  between  railroad  companies  than  between 
any  other  class  of  business  or  carriers  in  the  world.  The  merchant  in  Chicago,  who 
desires  to  ship  to  Liverpool  one  hundred  car  loads  of  grain,  knowing  that  his  steamer 
sails  from  Boston  on  a  certain  day,  and  the  choice  of  route  rests  between  two  roads, 
one  of  which  runs  trains  on  Sunday  and  the  other  does  not,  would  not  hesitate  long  in 
giving  the  business  to  the  road  running  the  Sunday  train.  The  Detroit  merchant, 
going  to  his  store  this  morning,  finding  some  article  of  merchandise  called  for  by  his 
customers  which  he  can  not  obtain  in  the  city,  telegraphs  to  New  York  or  Boston,  for 
example,  there-for.  It  is  shipped  by  what  road?  By  the  road  bringing  it  in  the  least 
time  for  the  least  money.  Of  two  roads,  one  running  Sunday  trains  and  the  other  not, 
which  will  probably  get  the  business? 

Again,  in  California  you  receive  a  dispatch  calling  you  to  the 
bedside  of  some  dear  one  in  Boston,  or  any  city  east  of  the  Missis- 
sippi, would  you  purchase  a  ticket  by  the  road  that  lays  over  on 
Sunday  in  Ogden  or  Omaha  ? 

Efforts  are  now  making  on  several  of  the  trunk  lines  to  with- 
draw as  many  trains  as  possible  from  their  roads  on  Sunday. 
This  can  be  done  in  many  cases  without  detriment  to  shippers, 

■The  Electric  Headlight  is  one  of  the  last  and  most  successful  of  safety  appli- 
ances. This  device  has  prevented  as  many  collisions — as  many  disasters — as  the 
block  signals  and  interlocking  switches  themselves 


DEATH    OF    MR.  CROCKER.  75 

and  will  be  done  in  all  cases  when  all  merchants  will  openly  say : 
"We  will  not  patronize  nor  have  anything  to  do  with  the  railroad 
that  runs  Sunday  trains."  This  change  must  come  through  pub- 
lic opinion — through  press  and  pulpit.  The  transcontinental 
trains  between  the  Atlantic  and  the  Pacific  in  the  prompt  delivery 
of  the  mails — in  the  interests  of  the  public — ought,  perhaps,  to 
run ;  and  within  the  States  trains  laden  with  perishable  freight,  or 
suffering  live  stock,  should  be  allowed  to  reach  destination  with- 
out detention,  with  all  dispatch. 

Whatever  may  be  the  solution  to  this  problem  fraught  with 
so  many  difficulties,  surrounded  by  so  many  conflicting  interests, 
it  is  safe  to  say  that  the  railroad  managers  will  cheerfully  do  their 
part  in  bringing  about  a  speedy  and  a  just  settlement  of  the 
question. 

Gifts  to  Schools. — Mr.  W.  H.  Vanderbilt  left  in  his  will, 
additional  to  his  former  gifts,  $200,000  to  be  added  to  the  general 
endowment  of  the  V^anderbilt  University.  Cornelius,  the  grand- 
son, desiring  to  fit  the  University  to  educate  the  whole  man, 
liberal  provisions  having  already  been  made  for  the  departments 
of  Letters  and  Theology,  gave  (1888)  $20,000  for  building  and 
equipping  "  Mechanical  Hall,"  the  second  building  of  the  Engi- 
neering Department,  and  $10,000  for  additions  to  the  University 
library.  Thus  father,  son,  and  grandson  have  contributed,  and 
to  this  one  institution,  $1,480,000. 

The  Death  of  Mr.  Charles  Crocker. — The  National  Educa- 
tional Association,  the  success  of  which  was  so  largely  due  to  the 
management  of  the  Southern  Pacific  Railway,  had  just  adjourned. 
Many  of  the  members  were  still  enjoying  the  hospitalities  of  new- 
made  friends  on  the  Coast,  or  at  the  numerous  pleasure  resorts  in 
the  mountains,  when  it  was  announced  that  "at  the  Hotel  del 
Monte,  Mr.  Charles  Crocker  died,  14th  August,  1888,  aged  65  years 
and  II  months." 

He  had  been  a  suff'erer  for  several  years. 


76  RESOLUTIONS. 

The  resolutions  parsed  by  the  Board  of  Directors  of  the  South- 
ern Pacific  Company,  of  which  he  was  Second  Vice-President, 
set  forth : 

First:  The  irreparable  loss  the  company  has  sustained. 

Second:  The  great  work  accomplished  by  him  as  director  in  the  construction  of 
thousands  of  miles  of  railroads,  thereby  rendering  millions  of  acres  of  land  valuable. 

Third:  His  personal  characteristics,  determination,  directness,  frankness,  fair- 
ness; that  the  most  exacting  integrity  and  strictest  honesty  were  interwoven  in  every 
muscle  and  fiber  of  his  being;  that  his  uprightness  of  character  and  sincerity  of  pur- 
pose commanded  the  admiration  and  respect  of  those  who  knew  him  best,  and  were  a 
constant  inspiration  to  the  officers  and  employes  who  were  subject  to  his  direction. 

His  charities,  as  gathered  from  press  and  persons  near  him : 

Some  eleven  years  ago  Mr.  Crocker  purchased  the  Ward  Natural  History  and 
Geological  Collection  for  $50,000,  presenting  the  same  to  the  California  Academy  of 
Science.  To  the  same  institution  he  gave  $20,000  as  a  fund,  the  interest  of  which 
should  be  spent  in  giving  employment  to  such  persons  as  in  their  devotion  to  scien- 
tific pursuits  have  become  incapacitated  for  active  life. 

This  is  known  as  "The  Crocker  Scientific  Investigation  Fund."  In  1885  he  pre- 
sented to  the  Boys'  and  Girls'  Aid  Society  $33,000,  a  fund,  independent  of  an  annual 
sum,  for  its  support.  The  same  year  he  rebuilt  the  dome  of  the  Golden  Gate  Park, 
destroyed  by  fire,  1882. 

In  addition  to  a  large  list  of  old  friends,  to  whom  he  gave  regularly,  he  furnished 
his  wife,  monthly,  $5,000,  to  be  distributed  by  her  in  charities  of  her  own  selection. 
It  was  his  custom  to  send  checks  every  Christmas  to  all  the  Homes  and  Orphan  Asy- 
lums. When,  in  Oct oVjer,  1885,  the  estabhshment  of  H.  S.  Crocker  and  Co.,  stationers, 
was  totally  destroyed,  in  which,  while  the  largest  sufferer,  he  did  not  stop  to  inquire 
the  extent  of  his  loss,  but  telegraphed  from  New  York  $5,000  as  a  gift  to  the  families 
of  the  two  brave  firemen  who  had  perished  at  the  fire. 

Mr.  Crocker  was  always  alTable,  sometimes  facetious,  and  in  the  goodness  of  his 
heart  often  gave  when  he  doubted  the  propriety  of  the  act.  It  is  related  by  one  pres- 
ent, that  on  one  occasion  two  ladies  seeking  an  audience  with  him  were  detained  in 
the  waiting-room,  and  on  its  becoming  known  to  him,  he  said:  "Show  them  in  imme- 
diately; it  does  not  do  to  keep  ladies  waiting."  They  had  come  in  the  interest  of  the 
"Old  Toadies'  Home."  Mr.  Crocker  smihngly  asked  how  much  he  was  to  give.  "Oh, 
anything  you  please."  Whereupon  he  responded:  "Another  cool  robbery,"  and, 
drawing  his  check-book,  he  wrote  and  handed  them  an  order  for  S2,500. 

In  1887,  when  the  Sacramento  Orphan  Asylum  needed  money,  he  sent  his  check 
of  $1,000;  and  the  very  last  act  of  his  business  life  was  to  sign  a  check  of  $250  for  the 
Pree  Kindergarten  School  of  Sacramento. 


CLOSE    OF    HIS   BENEVOLENT    CAREER. 


77 


A  very  fitting  close  of  his  benevolent  career.  Sacramento  was 
the  home  of  his  early  activities ;  it  was  here  that  the  four  lifelong 
associates,  Huntington,  Hopkins,  Stanford,  and  Crocker  projected 
and  matured  the  plans  for  constructing,  and  from  which,  as  a  basis 
of  supplies,  was  built  the  Central  Pacific  Railway. 

As  if  preparing  the  State  forahappierraceand  greater  destiny, 
he  and  his  associates  leveled  and  tunneled  mountain  chains, 
penetrated  the  forests,  turned  the  channels  of  rivers,  checked  the 
ocean's  inroads,  changed  the  whole  face  of  this  Western  Empire 
until  now  is  fully  realized  the  poet's  dream  : 

"  Beneath  the  rocky  peak  that  hides 
In  clouds  its  snow-flecked  crest, 
Within  these  crimson  crags  abides 
An  Orient  in  the  West." 

(1896.)  The  President  of  the  University  of  Cahfornia  writes:  "Mr.  C.  F.  Crocker, 
son  of  Charles  Crocker,  has  made  several  important  gifts  to  our  Lick  Observatory, 
which  is  a  department  of  the  University,  and  this  year  bore  the  expense  of  the 
expedition  to  Japan  for  observing  the  eclipse  of  the  sun." 

It  seems  truly  that:  "  The  spirit  of  freedom  and  unaer standing, 
the  spirit  of  counsel  and  might''  are  his,  in  his  youth,  ''that  he  may 
he  rich  in  oood  works.'" 


THE  LICK  OBSERVATORY. 


PART  VI. 

The  Inception  and  History  of  Strikes. 
Since : 

"...     Man's  first  disobedience  and  the  fruit 
Of  that  forl)idden  tree,  whose  mortal  taste 
Brought  death  into  the  world,  and  all  our  woe, 
With  loss  of  Eden " 

men  have  been  discontented. 

The  giants  in  their  wars  against  the  gods,  in  their  daring 
attempts  to  scale  the  heavens,  "  the  pihng  of  Ossa  upon  Pehon," 
and  "the  roUing  upon  Ossa  the  leafy  Olympus,"  as  narrated  by 
both  Virgil  and  Homer,  though  mythical  and  mystical  too,  are 
nevertheless  convincing  evidence  of  this  same  discontent. 

Again : 

"And  when  they  had  received  it  [their  wages]  they  murmured  against  the  good 
man  of  the  house.  .  .  .  But  he  answered  one  of  them,  and  said:  Friend,  I  do 
thee  no  wrong:  didst  thou  not  agree  with  me  for  a  penny?  .  .  .  Is  it  not  law- 
ful for  me  to  do  what  I  will  with  mine  own?" 

Oh,  yes,  but  we  are  not  satisfied.  We  thought  it  all  right 
then,  but  we  have  been  told  it  was  not — that  we  should  have 
received  more. 

Dissatisfaction,  strikes,  disaffection,  and  boycotts  are  nothing 
new  in  the  world,  whether  among  the  flute-players  mentioned  by 
Livy  two  thousand  two  hundred  and  four  years  ago,  or  among  the 
bread-bakers  in  the  city  of  Magnesia  in  Asia  Minor,  when  that 
town  was  included  in  the  "  Empire  of  the  East." 

With  the  increase  of  capital  and  the  introduction  of  labor- 
saving  machines,  strikes  have  become  more  frequent  on  this  con- 
tinent.    The  first  strike  in  this  country  occurred  in  New  York 

(78) 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  79 

City  in  1803,  when  a  number  of  sailors  struck  for  an  advance  in 
wages.  In  1 806  the  tailors  established  the  first  organization  in  the 
United  States  in  the  present  form  of  trades  union.  The  hatters 
organized  in  1819a  union  of  their  craft. 

The  Workingmen's  Party,  1828,  appeared  as  a  local  political 
party  in  New  York,  Boston,  Philadelphia,  and  other  cities.  1829, 
at  the  State  election  in  New  York,  a  workingmen's  ticket  was  put 
into  the  field,  and  one  candidate  was  elected  to  the  legislature, 
Ebenezer  Ford.  The  first  local  union  of  printers  was  formed 
1 83 1,  and  this  same  year  the  New  England  association  of  printers, 
mechanics,  and  workingmen  was  formed. 

Passing  over  many  organizations  and  unions,. and  even  strikes 
with  varying  results,  we  come  down  to  1850-60,  a  period  full  of 
labor  agitation.  National  and  international  trades-unions  were 
organized,  granting  charters  to  local  bodies  and  organizing  new 
branches  from  Maine  to  California. 

In  1861-65,  during  the  war,  the  eight-hour  movement 
obtained  a  great  impetus.  In  1866,  an  eight-hour  bill  for  the 
benefit  of  Government  employes  was  introduced  into  Congress,  • 
and  finally  became  a  law  in  1868. 

The  Knights  of  Labor  were  organized  in  Philadelphia,  1869. 
Since  this  time  to  the  present  there  has  been  a  continuous  growth 
in  the  number  of  trades-unions  and  an  increase  in  their  member- 
ship, attended  by  "strikes,"  "lockouts,"  and  "settlements," 
sometimes  by  arbitration,  usually  otherwise,  the  trend,  however, 
being  toward  political  party  organization. 

In  1884  Congress  created  a  National  Bureau  of  Labor.  The 
American  Federation  of  Labor,  a  national  organization  with  con- 
stitution, was  formed  1886.  This  body  and  the  order  of  Knights 
of  Labor  of  America  have  been  the  two  principal  national  labor 
organizations  of  the  United  States  up  to  date. 

The  American  Railway  Union,  a  still  later  organization,  an 
effort  to  draw  from  all  the  other  railroad  associations,  thus  to  con- 


80  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

centrate,  crystallize,  and  solidify  all  the  interests  of  all  railroad 
employes,  to  amass,  as  it  were,  an  army  trained  to  obey  the  man- 
dates of  their  leader,  sprang  into  being  June  20,  1893,  and  that, 
too,  in  Chicago.  Just  a  little  over  a  year  ago,  pretty  youthful,  not 
quite  a  year  old,  when  they  declared  the  strike  upon  the  Pullman 
Company.* 

The  weak  point  of  this  organization,  and  seems  not  taken  into 
consideration  by  its  leader,  was  that  it  could  only  bring  into  its 
union  portions  of  other  orders. 

Some  of  the  Knights  of  Labor  joined,  some  of  the  American 
Federation,  and  some  of  all  the  various  orders,  but  these  could 
not  control  their  own.  The  part  belonging  to  the  i\merican 
Railway  Union  would  strike,  but  by  far  the  larger  part  would 
not  strike,  and  the  same  was  found  true  of  other  organizations. 
All  of  these  leagues,  unions,  or  associations  are  secret,  and 
their  main  object  is  to  give  to  their  members  an  advantage  over 
all  other  citizens,  and  therefore  when  they  come  to  deal  with 
the  actual  or  social  and  political  rights  they  ignore  the  rights  of 
all  others. 

Personal  liberty  is  the  corner-stone  of  our  Government,  and 
without  it  "Our  Free  Republic"  is  a  failure.  No  one  has  ever 
maintained  or  asserted  that  one  person,  one  citizen,  or  one  "  Sov- 
ereign," if  you  choose,  has  not  the  right  to  quit  work,  but  his  right 
stops  there ;  it  does  not  go  so  far  as  to  say  that  another  shall  also. 
And  here  is  where  the  strike  is  radically  wrong,  at  variance  with 
the  spirit  and  constitution  of  free  government. 

Our  Government  is  "  of  the  people,  for  the  people,  and  by  the 
people"  ;  it  is  not  "  of  the  unions,"  nor  for  the  "  federations,"  nor 
by  "  the  associations,"  and  can  never  be. 

So  much  for  the  theory.  Let  us  see  what  the  practical  teach- 
ings are.  The  most  desperate  and  extensive  strike  occurring  in 
this  country  up  to  date  was  that  of  1 8  7  7 . 

*This  paper  was  written  late  in  1S94. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  81 

This  was  participated  in  and  originated  mainly  by  the  em- 
ployes of  the  following  railroads  and  their  Western  connections : 
The  Baltimore  and  Ohio,  the  Pennsylvania,  the  Erie,  and  the 
New  York  Central.  One  hundred  thousand  employes  and  other 
persons  are  estimated  to  have  taken  part  in  this  movement.  At  a 
preconcerted  time,  junction  stations  and  other  main  points  were 
seized.  All  freight  traffic  was  suspended,  passenger  and  mail 
service  greatly  impeded. 

Baltimore  and  Pittsburgh  were  each  the  scene  of  a  bloody  riot. 
The  presence  of  the  militia  seemed  but  to  exasperate  the  rioting 
parties.  At  Pittsburgh,  particularly,  where  the  mob  was  most 
immense  and  furious,  the  militia  was  overcome  and  besieged  in  a 
round-house.  An  attempt  was  made  to  burn  this  with  all  its 
incumbents  by  lighting  oil-cars  and  pushing  them  against  it. 
Without  harm,  however,  the  soldiers  escaped  across  the  river. 
Fortunately,  and  at  the  request  of  the  several  governors.  President 
Hayes  dispatched  troops  to  Pennsylvania,  Maryland,  and  West 
Virginia. 

Faced  by  these  forces  the  rioters  in  every  instance  gave  way 
without  bloodshed.  Meantime  the  torch  had  been  applied  with 
wonderful  destruction ;  machine  shops,  warehouses,  and  two 
thousand  freight  cars  were  pillaged  or  burned ;  men,  women,  and 
children  fell  to  thieving,  carrying  off  all  sorts  of  goods,  parasols, 
coft'ee-mills,  sewing-machines,  gas  stoves,  whips,  and  kid  ball- 
shoes  ;  sewing-machines  selling  from  ten  cents  to  one  dollar  apiece. 

The  results :  The  destruction  of  property  is  estimated  at  ten 
millions  of  dollars.  The  Pennsylvania  Railroad  alone  shared  in 
this  to  the  amount  of  five  millions.  No  estimate  is  given  of  the 
loss  to  employes  deprived  of  work ;  and, worst  of  all,  some  of  these, 
with  many  others,  lost  their  lives.  For,  in  these  disturbances,  last- 
ing from  the  14th  to  the  27th  of  July,  fourteen  short  days,  nine- 
teen persons  were  killed  in  Chicago,  nine  at  Baltimore,  and  thir- 
teen at  Reading. 


82  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

It  is  safe  to  say  that  three  times  as  manv  were  wcjunded  as 
killed. 

By  the  end  of  the  month  all,  or  nearly  all,  of  the  old  employes 
had  returned  to  work,  and  that  at  the  old  schedule. 

Right  was  maintained,  law  was  vindicated,  the  supremacy  of 
the  Government  was  acknowledged,  and  the  strike  of  1877  was 
chronicled  a  failure. 

An  example  of  the  late  strike  in  the  Southwest  gives  evidence 
of  disinterested  and  also  of  interested  sources. 

The  loss  to  the  Missouri  Pacific  Railway  through  last  year's  strike  is  placed  in 
the  annual  report  of  the  company  at  $500,000,  while  the  losses  to  the  strikers  are 
estimated  at  $900,000,  making  a  total  of  $1,400,000. 

The  Curtin  Conc.ression.vl  Committee. 

Mr.  Martin  Irons,  a  conspicuous  leader  of  these  men  at  the 
time,  says : 

Of  the  4,800  engaged  in  this  strike,  there  are  4,000  of  them  to-day  without  lucra- 
tive employment. 

The  loss  here  stands  in  the  relation  of  five  to  nine — wealth  com- 
ing out  "  ahead  "  nearly  as  two  to  one,  but  the  country — the  whole 
people — with  an  aggregate  destruction  of  $1 ,400,000  of  productive 
values — a  shortage  of  the  actual  necessaries  of  life  to  this  amount. 

Another  phase:. Take  the  Homestead  troubles.  "It  was 
shown  upon  investigation  that  the  lowest  grade  of  workmen  was 
receiving  $660  per  year;  and  the  next  higher  grade  of  the  lowest 
three  hundred  was  receiving  $3,062  per  year.  The  wages  paid  the 
remaining  workmen  was  still  higher,  the  highest  amounting  to 
$8,400  per  year.  They  were  earning  from  $5  to  $25  per  day,  and 
many  a  man  unable  to  write  his  name  made  his  mark  for  one  hun- 
dred dollars  per  week  wages,  owned  his  own  home,  had  a  good 
bank  deposit,  and  kept  his  own  horse  and  carriage.  Compare 
this  with  the  salaries  of  the  judges,  of  college  presidents,  professors, 
lawyers,  or  clergymen." 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  S3 

This  same  authority  adds:  "  They  are  the  best  paid  mechan- 
ics in  this  or  any  other  nation."  I  add  still  another  paragraph 
from  the  same:  "Now  it  was  proposed  by  the  company,  regu- 
lating their  scale  by  the  condition  of  the  market,  temporarily 
to  reduce  the  wages  of  the  lowest  three  hundred  and  twenty- 
fi^'6  33 /i  P^r  cent.  This  was  the  occasion,  but  not  the  cause 
of  the  strike.  These  men  struck,  claiming  that  they  had  been 
wronged,  and  the  remaining  thousands  having  no  grievance 
struck  from  sympathy  and  to  aid  in  forcing  the  company  to 
retract.  They  armed  themselves,  and  forming  in  the  character 
of  a  mob  waged  war  even  unto  death  upon  the  private  force 
employed  by  the  company  to  protect  their  property,  and  upon 
non-union  men  who  were  anxious  to  take  their  places  at  the 
reduced  wages." 

Again  the  same  authority  adds:  "  Now,  what  have  been  the 
results  of  this  strike  to  the  company,  to  the  State,  and  to  the 
strikers  themselves;  and  what  view  shall  we  take  of  the  whole 
subject  with  this  object-lesson  before  us?  The  company  has  suf- 
fered the  loss  of  $4,000,000 ;  the  State,  a  loss  of  $500,000  in  taxes 
to  pay  a  standing  army  for  months  to  protect  the  property  and 
rights  of  the  corporations  and  the  rights  of  the  non-union  men 
whom  they  had  employed,  and  the  strikers,  some  ten  thousand 
in  all,  have  lost  two  million  dollars  in  wages  alone,  and  many  of 
them  have  lost  lucrative  positions  in  the  rolling-mills  which  they 
voluntarily  left,  and  the  end  is  not  yet.  Scores  of  them  are  in 
prison  awaiting  trial  for  murder  and  treason,  relief  funds  will  now 
stop  as  the  strike  has  ended,  and  great  suffering  will  result  to 
many." 

Other  organized  efforts  of  laborers  to  maintain  their  rights 
and  avenge  their  real  or  fancied  wrongs  are  animated  by  the  same 
spirit,  and  must  result  in  similar  consequences  in  a  greater  or  less 
degree.  The  fact  is  their  methods  are  wrong  in  principle  and 
ruinous  in  practice. 


84  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

Let  US  see  how  our  interpretation  is  borne  out  by  the  inter- 
pretation of  the  law.     Judge  Paxson  said  in  this  ease: 

When  the  company  shut  down  its  works  and  discharged  its  men  it  was  acting 
strictly  in  the  Hnes  of  law ;  it  could  not  compel  the  men  to  work,  nor  could  the  men 
compel  the  company  to  employ  them  ;  no  arrangements  could  be  made  in  such  regard 
except  in  the  nature  of  a  contract  agreed  upon  by  the  parties. 

Upon  these  subjects  the  rights  are  mutual.  The  company  had  the  undoubted 
right  to  protect  its  property ;  for  this  purpose  it  could  lawfully  employ  as  many  men 
as  it  saw  proper,  and  arm  them  if  necessary.  Many  of  our  banks  and  places  of  busi- 
ness are  guarded  by  armed  watchmen.  The  law  did  not  require  it  to  employ  a  watch- 
man from  whom  it  anticipated  the  destruction  of  its  works.  The  right  of  the  men 
was  to  refuse  to  work  unless  their  terms  were  acceded  to,  and  persuade  others  to  join 
them  in  such  refusal,  but  the  law  will  sustain  them  no  further. 

The  moment  they  attempt  to  control  the  works  and  to  prevent,  by  violence  or 
threats  of  violence,  other  laborers  from  going  to  work,  tlien  they  place  themselves 
outside  the  pale  of  the  law. 

If  we  were  to  concede  the  doctrine  that  the  employe  may  dictate  to  the  em- 
ployer the  terms  of  employment,  and  upon  the  refusal  of  the  latter  to  accede  to  them 
to  take  possession  of  his  property  and  drive  others  away  who  were  willing  to  work, 
we  would  have  anarchy.  No  business  could  be  constructed  upon  such  a  basis,  and 
that  doctrine  when  once  countenanced  would  be  extended  to  every  industry 

The  PuUman  Strike,  or  rather  boycott,  brought  about  by  the 
American  Railway  Union,  when  divested  of  all  sentiment,  when 
reduced  to  the  facts,  was  first  a  demand  upon  the  part  of  the 
employes  to  a  return  to  wages  of  the  first  half  of  1893. 

This  not  being  acceded  to  by  the  Pullman  management,  the 
American  Railway  Union  took  up  the  cause  and  declared  a  strike 
against  the  Pullman  Company  and  all  railroads  using  Pullman 
cars.  Or,  to  come  still  nearer  the  truth  of  the  matter,  this  was  a 
movement  to  coerce  the  Pullman  Company  to  pay  more  for  the 
manufacturing  of  their  goods  than  they  would  sell  for  in  the 
market^or  a  step  further,  viz.,  to  say  to  the  Pullman  Com- 
pany, We  will  regulate  your  business,  we  w411  say  what  you  shall 
pay  us,  we  demand  that  you  shall  employ  us  and  at  our  prices — • 
and  this  with  the  yet  still  further  proviso,  and  you  shall  employ 
no  others. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  85 

The  action  of  the  American  Raihvay  Union  was  called  "  syni- 
pathetic."  Did  the  people  using  this  word,  not  newly  coined, 
but  newly  used  in  this  connection,  ever  think  of  the  meaning,  or 
at  least,  how  little  the  word  really  meant  ?     It  seems  not. 

Sympathy  {<T'r^-\--antv^)^  a  fellow-feeling  subjectively.  Who 
ever  heard  of  a  strike  being  a  subjective  position  ?  Was  the  strike 
upon  tbe  Pullman  Company  and  the  various  railroads  using  the 
cars  of  Pullman  a  subjective  or  "fellow-feeling"  only — was  there 
not  bloodshed?  Was  there  not  destruction  of  property  by  the 
millions  ?  Were  not  the  lives  of  peaceful  citizens  in  jeopardy  every 
hour  from  violence  on  the  one  hand  and  starvation  on  the  other? 
And  yet  these  leaders  talk  about  peaceable,  "sympathetic 
strikes."  And  for  what?  In  order  to  compel  the  management 
of  the  corporations,  if  you  please,  to  turn  their  property  over  to 
them. 

The  conclusion  of  the  Pullman  strike  can  be  best  gathered 
from  the  following  c^uotations : 

Resolved,  That  the  Senate  endorses  the  prompt  and  vigorous  measures  adopted 
by  the  President  of  the  United  States  and  the  members  of  his  administration  to  re- 
pulse and  repress  by  miUtary  force  the  interference  of  lawless  men  with  the  due  proc- 
ess of  the  laws  of  the  United  States,  and  with  the  commerce  among  the  States.  It  is 
within  the  plain  constitutional  authority  of  the  Congress  of  the  United  States  "to 
regulate  commerce  with  foreign  nations  and  among  the  several  States  and  with  the 
Indian  tribes,"  "to  establish  post-offices  and  post-roads,"  and  to  ordain  and  to 
establish  inferior  courts;  and  the  judicial  power  extends  to  all  cases  in  law  and  equity 
arising  under  the  Constitution  and  laws  of  the  United  States.  It  is  the  duty  of  the 
President,  under  the  Constitution,  to  "take  care  that  the  laws  be  faithfully  exe- 
cuted," and  to  this  end  it  is  provided  that  he  shall  be  "  Commander-in-chief  of  the 
army  and  navy  of  the  United  States,  and  of  all  the  militia  of  the  several  States, 
when  called  into  the  actual  service  of  the  United  States." 

It  is  treason  against  the  United  States  for  a  citizen  to  levy  war  against  them,  or 
to  adhere  to  their  enemies,  giving  them  aid  and  comfort. 

Those  who  combine  to  use  force,  to  assail  or  resist  the  constituted  authorities  of 
the  United  States,  civil  or  military,  should  be  warned  of  the  magnitude  of  their 
offense,  and  those  who  earn  honest  bread  by  honest  toil  can  do  nothing  more  detri- 
mental to  their  interest  than  to  show  them  any  sort  of  maintenance  in  their  lawless 
course. 


86  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

The  action  of  the  President  and  his  administration  has  the  full  sympathy  and 
support  of  the  law-abiding  masses  of  people  of  the  United  States,  and  he  will  be  sup- 
ported by  all  departments  of  the  Government  and  by  the  power  and  resources  of  the 
entire  nation. 

(Passed  July  11.  1894.) 

Ann  Arbor,  Mich.,  July  15,  1894. 
President  Grover  Cleveland, 

Honored  Sir:  Now  that  the  great  strike  in  which  your  official  intervention 
became  so  necessary  has  been  clearly  shown  to  be  a  failure,  I  beg  to  be  allowed  to 
express  my  unqualified  satisfaction  with  every  step  you  have  taken  in  vindication  of 
the  national  authority,  and  with  the  restoration  of  law  and  order,  which  has  followed 
or  is  now  in  progress. 

The  caution  and  deliberation  with  which  you  have  proceeded  are,  I  think, 
worthy,  like  the  accompanying  firmness,  of  highest  praise,  and  I  am  especially  grati- 
fied that  a  great  and  valuable  lesson  in  constitutional  construction  has  been  settled 
for  all  time  with  remarkably  little  bloodshed. 

You  and  the  Attorney-General  also  have  won  the  gratitude  of  the  country,  not 
for  this  generation  only,  but  for  all  time,  and  that  God  may  bless  you  for  it  is  the  sin- 
cere prayer  of  Your  obedient  servant, 

Thom.\s  M.  Cooley. 

Resolved,  That  the  House  of  Representatives  endorses  the  prompt  and  vigorous 
efforts  of  the  President  and  his  administration  to  suppress  lawlessness,  restore  order, 
and  prevent  improper  interference  with  the  enforcement  of  the  laws  of  the  United 
States,  and  with  the  transportation  of  the  mails  of  the  United  States,  and  with  inter- 
state commerce ;  and  pledges  the  President  hearty  support,  and  deems  that  the  suc- 
cess which  has  already  attended  his  efforts  is  cause  for  public  and  general  congratu- 
lation. 

(Passed  July  16,  1894.) 

The  writer  a  few  years  ago  visited  Pullman  to  see  for  himself 
what  had  been  done  there.  He  found  a  veritable  magic  city ;  an 
ideal  wrought  into  a  reality ;  a  happy  home,  made  so  by  the  genius 
and  forethought  and  business  capacity  of  its  founder.  On  Jan- 
uary I,  1 88 1,  the  population  consisted  of  four  souls;  that  the  last 
census  show^s  a  population  of  ii,ooo  inhabitants,  that  of  these, 
that  year,  i  ,235  were  in  the  schools,  about  the  usual  proportion,  and 
for  instruction  of  these  twenty-one  teachers  were  furnished. 

Next  to  the  schools  come  the  churches.  Pullman  has  ten  dif- 
ferent church  societies  and  a  number  of  handsome  church  edifices. 
These  are  for  the  spiritually  or  religiously  inclined.     For  those  who 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  87 

enjoy  the  opera,  the  stage,  the  song,  and  the  dance,  the  Arcadia 
Theater,  a  commodious  structure,  furnished  with  all  the  modern 
improvements,  is  found.  For  those  still  who  are  fonder  of  books 
than  either  church  or  theater,  or  in  addition  to  both  of  these, 
there  is  the  Pullman  library,  containing  over  8,000  volumes, 
together  with  a  subscription  list  of  over  seventy  papers  and  jour- 
nals.    This  is  the  personal  gift  of  Mr.  Pullman. 

A  good  deal  has  been  said  about  the  "exorbitant  rents." 
What  are  the  facts?  The  rents  of  the  houses  range  from  five  to 
fifty  dollars  per  month,  the  average  being  fourteen  dollars  a 
month.  Compare  these  with  Chicago — with  any  other  city.  But, 
if  Mr.  Pullman  is  to  be  believed,  and  what  he  has  said  is  quoted : 

One  of  these  charges  is  that  rents  are  exorbitant,  and  it  is  impHed  that  the 
Pullman  employes  have  no  choice  but  to  submit.  The  answer  is  simple:  The  average 
rental  of  tenements  at  Pullman  is  at  the  rate  of  three  dollars  a  room,  per  month,  and 
the  renting  of  houses  at  Pullman  has  no  relation  to  the  work  in  the  shops.  Employes 
may  own  or  rent  their  homes  outside  of  town,  and  the  building  and  business  \  laces 
in  the  town  are  rented  to  employes  or  to  others  in  competition  with  neighboring  prop- 
erties. 

The  "neighboring  properties"  are  Kensington  and  Roseland. 

Bank  and  Bank  Deposits. — These  show  unmistakably  the 
status  of  a  people. 

Pullman  Loan  and  Savings  Bank. 

Organized  May  7,  1883. 
Statement  .\t  Close  of  Business,  December  31,  1892. 

Resources — (not  itemized  to  save  space) $1,148,830  73 

Liabilities — 

Capital    $100,000  00 

Surplus 70,000  00 

Profits  and  Loans 21,136  15 

Dividends  unpaid 3,000  00 

Deposits,  Commercial 378,141  04 

Deposits,  Savings 576,553  54 

Total $1,148,830  73 


88  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

Observe  that  the  ''Deposits,  Saviut^s'^  are  more  than  one  half 
of  the  entire  habiHties.  Business  men  wiU  pronounce  this  a  good 
showing. 

On  May  26,  1893,  there  were  2,585  savings  depositors.  On  this 
date  their  aggregate  deposits  being  $677,328.02,  or  $265.02  as  the 
average  of  each  savings  depositor. 

Again,  October  13,  1892,  when  there  was  prosperity  in  the 
country,  and  it  is  supposed  that  the  Pullman  employes  were  happy 
and  should  have  "  laid  up  for  a  rainy  day,  "  the  value  of  the  manu- 
factured product  of  the  car-works  of  the  company  for  the  year  was 
$10,308,939.66,  and  of  other  industries,  including  rentals,  making 
a  total  of  $11,726,343.57.  There  were  on  the  pay-rolls  this  year 
4,942  persons,  receiving  as  wages  paid  $2,918,997.41,  an  average 
for  each  person  employed  of  $590.65. 

It  seems  that  the  average  for  operatives  a  day  is  about  two 
dollars  for  every  person  employed.  Some  mechanics  earn  three 
and  some  four  dollars  per  day. 

A  Comparison. — The  Michigan  Bureau  of  Labor  and  Statis- 
tics, during  the  summer  of  1891,  made  a  canvass  of  8,838  working- 
men  in  201  different  industries  in  that  State,  and  found  the  average 
annual  earnings  of  their  operatives  to  be  $467.02,  or  $123.63  less 
than  the  operatives  of  Pullman,  year  1892. 

In  a  city  of  some  thirty-five  thousand  inhabitants  and  a  city 
claiming  to  be  in  the  lead  as  to  compensation  of  its  educational 
workers,  the  average  salary  paid  the  teachers,  and  this  includes 
the  high  school  principal  and  assistants,  is  $540.60  for  scholastic 
year,  or  $50.05  in  favor  of  the  Pullman  employes  over  the  teach- 
^ers  of  the  city  mentioned,  and  with  this  difference,  the  employes  of 
Pullman  can  "strike"  at  pleasure,  the  latter,  the  teachers,  can 
not.  And  here  is  so  curious  an  anomaly  in  the  relation  between 
the  employer  and  employe  that  I  must  be  pardoned  for  mention- 
ing it,  viz.,  in  the  case  of  the  teacher  the  employer  selects  the  goods 
and  sets  the  price :  • 


TflE    INCEPTION    AND    HISTORY    OF    STRIKES.  89 

"  Mr. ,  we  have  this  clay  selected  you  as  a  teacher  in  our 

schools,  and  you  will  receive as  your  salary. "     Should  it 

not  read  thus:  "Mr. ,  we  have  this  day  selected  you  as  a 

teacher  in  our  schools;  wdiat  compensation  do  you  expect  us  to 
give  ?     Please  advise  us  at  your  earliest  opportunity. ' ' 

At  Homestead  the  operatives  received  more  than  the  presi- 
dents or  professors,  judges  or  ministers,  etc. ;  at  Pullman  the  oper- 
atives received  more  than  the  teachers  in  our  best  city  schools.* 

Watered  Stock. — A  word  as  to  this.  The  Pullman  Company 
was  organized  over  twenty-five  years  ago  with  a  capital  of  one  mil- 
Hon  dollars.  The  capital  has  grown  until  its  sleeping-car  service 
covers  a  hundred  and  twenty-five  thousand  miles  of  railway,  or 
about  three  fourths  of  the  railway  system  of  the  country.  This 
increasing  service  has  necessitated  an  increase  of  its  capital  from 
time  to  time  until  now  the  capital  is  $36,000,000.  Every  share  of 
this  has  been  sold  to  stockholders  and  to  others  in  the  ordinary 
course  of  business  at  not  less  than  par  in  cash;  so  that  the 
company  for  every  share  has  received  $100  in  cash.  There  are 
over  four  thousand  stockholders,  and  of  whom  more  than  one 
half  are  women  and  trustees  of  estates.  The  average  holding  of 
each  stockholder  is  now  eighty-six  shares ;  one  fifth  of  these  hold- 
ing less  than  six  shares  each.  Possibly  some  of  these  are  the 
employes — if  not,  they  should  be. 

Exorbitant  Rates  of  the  Pullman  Cars. — Much  com- 
plaint now  is  heard  from  the  people  on  this  score,  and  politicians 
are  keen  to  regulate  and  to  fix  their  rates. 

Add  to  this  a  case  of  gross  earnings :  The  Pennsylvania  Rail- 
road's  gross  earnings,  in  1891,  $47, 6 19, 280.  If  it  had  received  the 
same  rate  per  ton  per  mile  as  the  roads  of  Great  Britain,  the  gross 
revenue  would  have  been  $147,252,379,  or  the  roads  of  Great 
Britain  charge  three  times  as  much  per  ton  per  mile  as  our  roads  do. 

*The  average  price  paid  public  school  teachers,  superintendents  included,  in  the 
United  States,  1892,  was  $280  per  annum.     (See  Statistical  Abstract,  1893,  page  26.) 


90  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

fust  here  a  quotation  from  the  ablest  writer  upon  economics 
in  this  or  any  country  will  not  be  amiss.  Says  this  eminent  author- 
ity :  "  In  the  period  that  elapsed  from  1865  to  1869  the  rates  were 
considered  very  low,  and  the  service  was  constantly  improving 
and  becoming  greater  and  greater.  Yet,  low  as  these  rates  then 
were,  had  all  the  railroads  in  the  United  States  during  the  last  ten 
years  been  able  to  make  a  similar  charge  for  their  ser\'ices,  they 
would  have  earned  each  year  for  ten  years  a  thousand  million  dol- 
lars ($1,000,000,000)  more  than  they  did  earn. 

"  The  gross  difference  between  what  the  railways  of  the  United 
States  did  earn  in  the  last  ten  years,  and  what  they  would  have 
received  at  the  rates  of  1865  to  1869,  comes  to  over  ten  thousand 
million  dollars  ($10,000,000,000),  and  that  is  a  greater  sum  than 
the  market  value  of  all  the  stocks  and  bonds  of  all  the  railways 
even  before  the  panic  depressed  them. "  This  amount  in  dollars 
consecutively  placed  would  form  a  silver  band  girdling  the  earth 
nine  and  one  half  times.  And  yet  some  of  our  people  still  insist 
on  "lower  rates,"  on  "regulating"  or  "confiscating"  our  roads. 

One  Solution  of  these  Troubles. — From  the  relation  be- 
tween the  operating  expenses  of  the  railroad  and  other  charges,  it 
is  found  that  the  employes,  not  counting  the  labor  value  in  the  out- 
lay for  the  road,  the  rolling  stock,  and,  in  a  word,  for  all  the  fixtures 
for  operation,  get  from  64  to  66  per  cent,  and  that  after  paying 
these  and  all  other  charges,  the  owners,  the  stockholders  (if  they 
get  anything)  get  from  i  >^  to  4  per  cent  for  their  part. 

Now  to  the  question:  If  the  employes  are  not  satisfied,  why 
not  buy  up  the  stock  of  the  corporations,  whether  of  one  kind  or 
another,  and  control  the  same,  and  in  their  own  way  ?  This  is  not 
chimerical.  It  is  business,  and  if  the  employes  would  at  once 
determine  to  do  this,  they  would  at  least  accomplish  one  thing,  a 
saving  of  their  means,  and  that,  too,  without  paying  out,  contrib- 
uting to  the  support  of  leaders  who  must  be  classed,  if  not  "  blind," 
as  those  who  do  not  see  clearly  what  is  the  best  for  their  people. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  91 

Belonging  as  I  do  to  the  class  of  wage-earners,  having  been  an 
employe  all  my  life,  I  do  feel  more  than  an  ordinary  interest  in  my 
fellow-laborers.  In  an  address  before  the  National  Educational 
Association  meeting  in  Nashville,  July,  1889,  after  reviewing 
our  educational  status,  I  said  :  "  Is  there  any  good  ground  for  seem- 
ing apprehension,  alarm  for  our  republic?  Well,  all  things  have 
not  gone  well  during  the  past  decade ;  there  has  been  a  good  deal 
of  friction.  There  is  to-day  not  the  very  best  feeling  between 
the  men  who  labor  with  their  hands  and  the  men  who  do  not; 
between  what  I  call  '  work  and  wealth. '  We  school  men  should 
extend  our  fields  of  study.  We  should  look  further  into  matters 
than  perhaps  we  are  expected  to,  at  least  further  than  we  are 
accredited  as  doing.  I  have  told  you  how  the  equilibrium  of 
the  States  can  be  maintained  as  States,  as  Sovereignties,  and 
how  our  Union  can  be  preserved.  There  must  be  preserved 
another  equilibrium  and  that  among  our  industries — an  equilib- 
rium of  agriculture,  manufacture,  and  commerce  must  be  main- 
tained. Transmutation  is  agriculture — Transformation  is  man- 
ufacture, and  Transportation  is  commerce.  That  in  the  morbid 
greed  for  gain — the  ambition  to  grow  rich  in  a  short  time — agri- 
culture has  been  neglected,  the  quiet  fields  and  the  lonely  forests 
have  been  abandoned  by  too  many.  '  Excuses  are  formed  for  thus 
deserting  the  houses  and  farms  of  our  fathers:  That  the  cities 
present  advantages  for  church  and  schools,  and  I  must,  there- 
fore, move  to  the  city  for  social,  for  church  and  school  facilities.' 
There  is  a  lack  of  equilibrium  in  these  industries.  " 

"Would  I  a  house  for  happiness  erect, 
Nature  alone  should  be  the  architect ; 
She'd  build  more  convenient  than  great, 
And  doubtless  in  the  country  choose  her  seat." 

It  may  not  be  amiss — indeed  it  seems  to  be  the  very  thing — to 
show  by  actual  facts  how  our  country-people  have  sought  the  cities, 
hence  the  following  table,  taken  from  the  United  States  census : 


92  the  inception  and  history  of  strikes. 

Population  Living  in  Cities  at  Each  Decade. 

Census  ^°'^f''fhe°"  Population  Per  cent 

Years.  U^jj"^  States.  ''^'"S  in  cities.  Increase. 

1790  3,929,214  131,472  3.35 

1800  5,308,483  210,873  3.97 

1810  7,239,881  356,920  4.93 

1820 9,633,822  475,135  4.93 

1830  12,866,020  1,864,509  6.72 

1840  17,069,453  1,453,994  8.52 

1850  23,191,876  2,897,586  12.49 

1860  31,443,321  5,072,256  16.13 

1870  38,558,371  8,071,875  20.93 

1880  50,155,783  11,318.547  22.57 

1890  62,622,250  18,235,670  29.12 

Or,  since  1790.  while  our  entire  population  has  increased  six- 
teen fold,  the  city  population  has  increased  over  one  hundred  fold. 

It  will  also  be  observed  that  the  movement  from  the  country 
into  the  cities  shows  the  greatest  increase  after  1840,  that  the 
city  population  in  1850  was  within  a  trifle  of  twice  as  much  as  in 
1840,  that  from  this  point  the  gain  has  been  steady,  increasing 
all  the  time. 

"Transportation"  and  "Transformation." — The  rail- 
roads and  the  manufactories  have  had  most  to  do  with  this 
"change  of  base. " 

The  desire  on  the  part  of  the  people  generally  not  only  to  re- 
ceive better  prices,  but  definite  wages — prompt  reward — have 
caused  this  transfer  of  our  people  from  the  country  to  the  city. 

When  sailing  vessels  carried  the  commerce  of  the  world, 
ship-building — "following  the  water" — drained  all  the  sea-coast 
country  of  its  men. 

The  statesman,  the  teacher,  the  minister  of  the  Gospel,  and  the 
press  all  should  come  to  the  rescue.  What  shall  be  done?  What 
can  be  done  ?  Make  agriculture  more  lucrative  ?  No ;  make  the 
country  home,  society,  church,  and  school  privileges  better, 
more  attractive. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES. 


93 


Fig.  1 

3  .1  .2  .3  .4  .5  .6  .7  .8  .9  1ct..l  .2  .3  .4  .5  .6  .7  .8  .9  2ct.. 

I 

1873 
1874 
1875 
1876 
1877 

— 

— 

— 

— 

— 

— 

— 

— 

— 



1878 
1879 
1880 

1881 
1882 
1883 
1884 
1885 
1886 
1887 
1888 
1889 
1890 

1891 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

~~ 

— 

— 

r- 

— 

— 

- 

— 

Average  Freight  Charges  f cents  per  ton  per  r)iile) 

on  18  Trunk  Railroads  in  the  United  States 

from  1873  to  1892        Stat-Abst-of  U.  S.  No.  16  p  280. 

94  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

But  here  we  are  met  at  the  very  threshold:  "Agriculture  is 
not  remunerative.' '  No;  but  agriculture  is  at  least  independent. 
If  you  can  not  sell  at  your  prices,  you  can  convert  your  products 
at  home  into  what  you  can  sell.  Further :  If  you  can  not  convert 
your  products  you  can  consume  them,  and  if  ycm  can  not  consume 
all,  it  is  better  to  lose  a  great  deal  of  what  you  have  than  to  have 
to  purchase  a  little  of  what  you  have  not.  Operatives  have  to 
purchase  everything.  A  peck  of  potatoes  is  dear  at  ten  cents  if 
you  have  not  the  diuic  to  pay  for  them. 

The  Condition  of  the  Country. — It  has  taken  quite  a  space, 
many  years,  to  reach  the  present  condition  of  things.     Since  the 
war  particularly  there  have  been  two  tendencies,  and  these  from . 
or  in  opposite  directions.     For  example :     (See  Fig.  i .) 

From  an  examination  of  railroad  rates  or  average  freight 
charges  (cents  per  ton  per  mile)  on  eighteen  trunk  railroads  in 
the  United  States,  from  1873  to  1892  (Statistical  Abstract  of 
U.S.  No.  16,  page  280),  it  will  be  seen  that  freight  rates  have  de- 
creased steadily  from  two  cents  per  ton  per  mile,  in  1873,  to  .799, 
or  y^^  of  a  cent  per  ton  per  mile,  in  1892,  or  a  reduction  of  1.2 
cents,  more  than  half  on  every  ton,  a  reduction  of  60  per  cent ;  or 
the  roads  now  have  to  carry  2  %  times  as  much  as  they  did  in 
1873  to  earn  the  same  revenue  they  did  then.  That  is,  in  round 
numbers,  they  must  secure  2^  times  as  much  tonnage,  and, 
secondly,  furnish  the  equipment  and  pay  the  operating  expenses 
to  move  it,  to  accomplish  the  same  results  as  in  1873. 

From  another  table  (see  Fig.  2.),  wages  for  fifty -two  years, 
from  1848  to  1 89 1,  it  will  be  seen,  wages  for  i860  being  100 
per  cent,  that  in  1891  freight  conductors  had  gone  up  to  159.2; 
brakemen  (freight),  to  151;  brakemen  (passenger),  to  160;  loco- 
motive engineers,  to  164.8;  that  railroad  carpenters,  in  1873,  had 
reached  21 1.5,  falling  off,  however,  to  152.7  in  1891.  Should 
these  comparisons,  however,  be  extended  from  1840  to  1 891,  it 
will  be  seen  that  the  first-named  freight  conductors  went  from 


THE    INCEPTION    AND    HISTORY    OF    STRIKES. 


95 


96  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

103. 1  in  1840  to  159.3  in  1891;  freight  brakemen  went  from  85.8 
in  1840  to  151  in  1891,  or  an  advance  of  77.6  per  cent.  Locomo- 
tive firemen  advanced  from  1840.  92.6  to  172.1,  or  an  advance  of 
86.4  per  cent. 

Nor  is  it  intended  at  all  to  convey  the  idea  that  wages  are  too 
high,  but  that  the  tariff — the  remuneration  to  the  railroads — 
is  entirely  too  small.  There  is  still  another  item  of  great  expense 
to  the  railroad  managements,  and  seems  never  to  be  thought  of  by 
the  political  Agitator — the  political  "manager," — viz.:  The  phy- 
siologist tells  us  that  our  entire  physical  make-up — our  bodies — 
undergoes  an  entire  renewal  every  seven  years.  This  is  not  quite 
true  of  a  railroad.  It  is  said  that  the  natural  life  of  an  engine 
is  fifteen  years.  Iron  rails,  if  properly  cared  for,  will  last 
about  eight  years;  steel  rails  fifteen.  The  average  life  of  ties 
is  from  four  to  seven  years,  depending  entirely  on  the  character 
and  kind  of  timber,  the  nature  of  the  soil  in  which  they  are  laid. 
A  box-car  lasts  about  twelve  years ;  passenger  cars  have  a  some- 
what longer  existence,  about  eighteen  years.  Add  to  this, 
however,  that  an  engine  must  go  into  the  shops  for  overhauling  at 
least  once  a  year,  and  that  the  whole  rolling  stock  is  continually  in 
the  repair  shop.  Pile  and  trestle  bridges  require  renewing  about 
every  seven  years.  Wooden  bridges,  under  roof,  will  last  say 
twice  as  long.  The  life  of  an  iron  bridge,  if  properly  cared  for, 
will  reach  the  age  of  an  ordinary  man.  Or,  the  physiological  life 
of  a  railroad  may  be  put  down  at  about  sixteen  years,  hence  the 
continued  demands  upon  the  management  for  new  equipment, 
called  by  those  unfriendly  to  railroads  "watered  stock." 

The  Status  of  Labor. — Its  remuneration  has  been  steadily 
upw^ard — the  products  or  results  of  labor,  w^hether  of  the  shop  or 
the  plowshare,  the  loom  or  the  anvil,  have  been  continually 
downward ;  or  the  purchasing  value  of  a  dollar  has  become  greater 
and  greater.  This  may  be  a  partial  solution  of  the  following 
catastrophes — I  say  "partial"  advisedly: 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  97 

Receiverships  in  the  First  Six  Months  of  1894: 

Total,  23  lines 2,988  miles. 

Funded  debt $121,843,000  00 

Capital  stock 138,258,000  00 

Total  bonds  and  stock $260,101,000  00 

The  latter  items  are  partially  estimated. 

Foreclosure  Sales  in  the  First  Six  Months  of  1894: 

Total,  16  lines 1,316  miles. 

Funded  debt $43,571,000  00 

Capital  stock 33,051,000  00 

Total   $76,622,000  00 

Recalling  the  failures  and  foreclosures  of  1893,  it  will  be  found 
that  in  the  last  eighteen  months  ninety-seven  railway  companies, 
owning  nearly  32,000  miles  of  road,  and  representing  more  than 
two  billions  of  dollars  ($2,000,000,000),  or  two  thousand  millions  of 
dollars,  in  bonds  and  stocks,  have  defaulted  and  been  placed  in 
the  hands  of  receivers. 

A  gleam  of  hope,  however,  may  be  gained  from  the  fact,  ter- 
rible as  it  is,  that  the  record  for  insolvencies  for  the  first  half  of 
1894  is  not  so  bad  as  the  first  half  of  1893. 

Political  agitation,  granger  legislation,  the  desire  upon  the 
part  of  some  shippers  to  obtain  concessions,  not  the  same,  but  bet- 
ter rates  than  their  competitors — the  wish  upon  the  part  of  the  rail- 
road managers  to  do  the  best  possible  for  their  patrons,  and  even 
at  unremunerative  figures  to  secure  the  business;  the  continued 
discussion  and  the  final  passage  (1887)  of  the  Interstate  Com- 
merce Bill,  and  its  unreasonable  demands,  have  all  been  prime 
factors  in  these  disastrous  results. 

Of  course,  labor  leaders  have  contributed  their  share,  still  in 
comparison  with  other  agitators  and  disturbers  of  the  labor  and 
capital  equilibrium,  the  latter  is  small  indeed.  The  greatest  fac- 
tor, though  negatively  exercised,  has  been  the  inactivity  of  our 


98]  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

present  Congress.  The  paralysis  of  business  is  due  to  their  lack 
of  prompt  action  upon  the  tariff  and  upon  a  sound  financial 
business  basis  of  money. 

Corporations,  accumulations  of  capital,  are  Nature's  teachings ; 
our  country  territorially  extends  from  ocean  to  ocean  and  from  the 
Great  Lakes  to  the  Greater  Gulf. 

Individual  efforts  must,  like  the  individual  links  of  a  chain,  be 
banded  together.  Think  of  building  a  railroad  across  this  conti- 
nent without  a  corporation,  without  the  accumulation  of  millions 
of  dollars  and  thousands  of  men.  Capital  and  labor  are  two  in 
one ;  distinct — separate  in  possession ;  united — one  in  action. 

Another  solution,  and  one  quite  popular  with  the  politicians, 
is  in 

The  Government  Control  of  the  Railways. 

"  The  strike  to-day  is  not  for  wages,  not  for  the  recognition  of 
any  association  or  organization.  It  is  a  strike  for  the  control  of 
the  arteries  of  trade  and  industry.  " 

This  is  the  language  of  one  of  the  most  successful  labor  leaders, 
because  he  did  least  to  destroy  property  and  jeopardize  human 
life. 

But  let  us  see  as  to  the  business  capacity  of  the  Government — 
the  ability  to  operate  railroads  successfully  if  owned  by  the  Gov- 
ernment. In  1 880, the  deficit  or  loss  on  account  of  post-ofBce  ex- 
penses, a  matter  wholly  under  the  control  of  the  Government,  was 
$3,218,647.56.  In  1893,  the  deficit  was  $7,815,616.81.  "Com- 
ment" here,  indeed,  is  "unnecessary." 

It  is  indisputably  true  that  the  individual  working  for  the 
Government  has  not,  in  any  case,  the  opportunity  for  personal 
advancement  that  he  would  have  in  working  for  a  private  corpora- 
tion ;  if  for  no  other  reason,  because  of  the  excessive  competition 
between  all  large  industrial  enterprises,  particularly  the  railroads. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  99 

Competition  requires  that  the  individual  shall  have  opportunity 
of  developing  himself.  It  results  in  employing  more  men  and 
better  men,  in  order  to  improve  and  increase  the  efficiency  of  the 
work  performed  and  attract  the  patronage  of  the  public.  Under 
governmental  control  the  necessity  for  improved  facilities,  more 
trains,  fast  trains,  better  track,  and  higher  grade  of  equipment, 
now  called  for  by  reason  of  the  excessive  competition,  would  be 
withdrawn.  Under  governmental  control  it  would  become  the 
duty  of  the  Government  to  see  that  traffic  passed  over  the  lines  of 
least  resistance.  In  other  words,  between  two  given  points  the 
traffic  would  be  concentrated  on  the  shortest  line  over  which  it 
could  move  with  the  greatest  economy,  and  the  longer  lines  which 
now  compete  actively,  and  furnish  employment  for  so  great  a  num- 
ber of  laboring  men,  would  be  restricted  simply  to  local  traffic  in 
territory  adjacent  to  such  lines,  and  absolutely  dependent  upon 
such  lines  for  transportation  facilities. 

In  confirmation  of  this,  take  the  history  of  the  South  and 
North  Alabama  Railroad,  a  short  division  of  the  Louisville  and 
Nashville  system. 

This  road  is  183  miles  in  length,  extending  from  Decatur,  Ala., 
through  Birmingham  to  Montgomery.  This  line  was  completed 
and  opened  for  operation  in  1872. 

Under  the  following  classification  of  employes,  viz.,  passen- 
ger and  freight  conductors,  passenger  and  freight  brakemen,  train 
baggagemen,  locomotive  engineers  and  firemen,  blacksmiths, 
boiler-makers,  machinists,  carpenters,  and  shop  laborers,  there 
was  employed  on  this  line  of  road,  April,  1873,  a  total  of  239  men. 
In  1896,  this  year,  with  the  same  mileage,  there  are  employed  under 
the  same  classes  1,200  men,  or  this  little  road  gives  to-day  employ- 
ment to  five  times  as  many  operatives  as  it  did  twenty-three  years 
ago. 

The  True  Solution  :  Must  be  looked  for  in  quite  a  different 
direction. 


100  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

In  the  presidential  address  before  the  National  Bar  Associa- 
tion, entitled  The  Lessons  of  Civil  Disorders,  Judge  Cooley  took 
occasion  to  say : 

I  wish  to  call  attention  to  an  obligation  resting  upon  the  members  of  the  legal 
profession,  and  which  I  think  goes  quite  beyond  that  which  under  the  same  state  of 
facts  would  rest  upon  citizens  in  general.  When,  as  we  have  lately  seen,  so-called 
industrial  armies  dissolve  into  roving  vagabonds  and  beggars,  the  absurdity  of  their 
claims  and  pretenses  makes  them  the  subject  of  contempt  and  ridicule;  but  if  their 
mischievous  doctrines  have  taken  root  among  any  class  of  our  people,  and  their  de- 
moralizing raids  upon  the  industry  of  the  country  are  likely  to  be  repeated  by  them- 
selves or  others,  it  is  not  by  a  thoughtless  and  contemptuous  word  that  the  mention  of 
them  can  be  wisely  dismissed. 

Especially  is  this  the  case  as  regards  the  members  of  the  legal  profession,  for  a 
special  duty  rests  upon  them  to  give  active  and  effective  aid  to  established  institutions 
whenever  revolutionary  doctrines  are  brought  forward,  or  when  the  fundamental 
rights  we  had  supposed  were  made  secure  under  constitutional  guarantees,  are  in- 
vaded or  appear  to  be  put  in  peril. 

It  is  a  low  and  very  unworthy  view  any  lawyer  takes  of  his  office  when  he 
assumes  that  he  has  nothing  to  do  with  public  ignorance  of  the  duty  of  subordina- 
tion to  the  institution  of  organized  society,  or  with  breaches  of  law  existing  or  threat- 
ened, except  as  he  may  be  called  upon  to  prosecute  or  defend  in  the  courts  for  a  com- 
pensation to  be  paid  him. 

In  line  with  this  position  of  Judge  Cooley  in  reference  to  his 
profession,  it  seems  very  properly  may  be  classed  the  following 
resolutions  introduced  by  the  writer,  and  unanimously  adopted  by 
the  teachers  of  Texas  (State  Teachers'  Association  meeting  in 
Galveston,  June,  1894) : 

WherE.^s,  For  several  years  our  social  equilibrium  seems  to  be  very  unstable — 
strikes  and  other  evidences  of  dissatisfaction  upon  the  part  of  one  class  of  our  citizens 
in  opposition  to  another  class;  and,  whereas,  there  is  wider  and  deeper  estrangement 
between  those  who  labor  with  their  hands  and  brains  too  and  those  who  labor  with 
their  brains  alone;  and,  whereas,  this  estrangement  has  grown  into  open  defiance  of 
the  right  and  security  of  property  and  even  bloodshed ;  therefore,  be  it 

Resolved,  First:  That  it  is  the  sense  of  this  Association  that  it  is  the  duty  of  the 
teachers  of  this  republic  to  at  once  enter  upon  a  systematic  course  of  instruction, 
which  shall  embrace  not  only  broader  patriotism  but  a  more  extended  course  of  moral 
instruction,  especially  in  regard  to  the  rights  and  duties  of  citizenship,  the  right  of 
property,  the  security  and  sacredness  of  human  life. 


THE    INCEPTION    AND    HISTORY    OF    STRIKES.  101 

Resolved,  Second:  That  this  Association  fully  reaHzes  the  responsibility,  that 
the  education  of  the  children  of  this  country  is  virtually  in  the  hands  of  the  five  hun- 
dred thousand  teachers,  and  that  they  should  put  into  the  schools,  should  teach  the 
twenty-five  million  of  pupils  what  they  wish  to  appear  in  these  children  when  they 
become  citizens  in  order  to  perpetuate,  to  save  our  common  country,  our  free  republic. 

By  separate  resolution  of  the  Association  these  resolutions  were 
sent  to  the  National  Educational  Association  (meeting,  Asbury 
Park,  July,  1894),  and  hence  the  following  found  in  their  proceed- 
ings, volume  1894,  pages  32,  t,t,: 

The  National  Educational  Association  has  assembled  at  a  time  of  marked  pub- 
lic disturbance  and  of  grave  industrial  unrest.  The  highest  powers  of  the  nation  have 
been  invoked  in  time  of  peace  to  enforce  the  orders  of  the  courts,  to  repress  riots  and 
rapine,  and  to  protect  property  and  personal  rights.  At  such  a  time  we  deem  it  our 
highest  duty  to  pronounce  emphatically,  and  with  unanimous  voice,  for  the  suprem- 
acy of  the  law  and  the  maintenance  of  social  and  political  order.  Before  grievances 
of  individuals  or  organizations  can  be  considered  or  repressed,  violence,  riot,  and 
insurrection  must  be  repelled  and  overcome. 

Liberty  is  founded  upon  law,  not  upon  license.  American  institutions  are 
subjected  to  their  severest  strain  when  individuals  and  organizations  seek  a  remedy 
for  injustice,  fancied  or  real,  outside  of  and  beyond  the  law.  We  call  upon  the 
teachers  of  the  country  to  enforce  this  lesson  in  every  school-room  in  the  land,  and  we 
heartily  accept  and  endorse  the  suggestion  transmitted  to  us  by  the  Teachers'  Asso- 
ciation of  the  State  of  Texas,  that  upon  the  schools  devolves  the  duty  of  preparing 
the  rising  generation  for  intelligent  and  patriotic  citizenship,  by  inculcating  those 
principles  of  public  and  private  morality  and  of  civil  government  upon  which  our 
free  republic  is  based,  and  by  means  of  which  alone  it  can  endure. 

We  heartily  commend  the  wisdom  and  firmness  of  the  President  of  the  United 
States  as  exhibited  in  this  trying  time,  and  we  pledge  to  him  and  his  associates  in  the 
conduct  of  the  government  our  hearty  and  enthusiastic  support  in  the  enforcement 
of  the  law  and  the  restoration  of  order.  We  must  at  the  same  time  record  our  perfect 
confidence  in  the  capacity  of  the  American  people  to  grapple  with  any  social  prob- 
lems that  shall  confront  them.  Riot,  incendiarism,  and  conspiracy  are  not  native 
growths,  but  have  come  among  us  by  importation.  They  can  not  long  survive  in  the 
clear  air  of  the  American  life. 

Our  people  are  eminently  conservative,  patient  to  a  fault.  It 
has  taken  many  years,  and  the  repeated  violations  of  the  rights  of 
property  and  much  sacrifice  of  human  life  before  our  people  as  a 
nation,  as  one  man,  have  risen  to  the  magnitude  and  danger  of  the 
strike. 


102  THE    INCEPTION    AND    HISTORY    OF    STRIKES. 

But  since  the  judiciary,  as  well  as  the  executive,  has  clearly  and 
unmistakably  said  how  far  the  rights  of  both  the  employers  and 
employes  shall  be  protected ;  since  a  clear  line  of  conduct  has  been 
marked  out,  it  is  now  left  for  teachers  and  preachers,  law-makers 
and  law-expounders,  for  platform  and  pulpit  and  press  to  teach 
the  rising,  the  controlling  generations — to  cultivate  in  all  our 
citizens  a  broader  patriotism,  a  higher  appreciation  of  personal 
security,  a  greater  regard  for  the  sacredness  of  human  life;  in  a 
word,  to  teach  them  that  they  have  duties  to  perform  as  well  as 
RIGHTS  to  defend. 

Quotations  for  both  Work  and  Wealth. 

"1.   Work  is  a  blessing,  not  a  curse. 

"2.  The  greatest  philanthropist  is  he  who  furnishes  employment  to  others. 

"3.  Aggregations  of  capital  are  beneficial  to  society,  as  they  reduce  the  cost  of 
production. 

"  4.  Capital  and  labor  are  partners,  but  capitalists  and  laborers  are  not. 

"5.  Labor  must  choose  between  the  certainty  of  wages  and  the  vicissitudes  and 
risks  of  profit  and  loss. 

"6.  Having  chosen  wages  as  its  part,  when  wages  are  paid  the  obligations  of 
capital  cease,  except  such  as  pertain  to  the  domain  of  private  conscience. 

"7.  The  obligations  of  capital  to  share  profits  with  labor  are  no  greater  than 
those  of  others  to  share  their  surplus  with  the  needy. 

"8.  No  man  can  show  authority  for  dictating  to  capital  its  duty  to  labor  when 
agreed  wages  have  been  paid. 

"9.   Honesty,  industry,  and  thrift  are  the  basic  elements  of  wealth. 

"  10.  The  capitalists  of  to-day  were  the  wage-earners  of  yesterday,  and  the 
laborer  of  to-day  can  become  the  capitalist  of  to-morrow. 

"11.  The  mounds  of  property  are  dissipated  by  the  sure  laws  of  nature;  hence 
the  State  does  not  need  to  assist  in  the  work. 

"  12.  It  is  not  a  crime  to  acquire  and  own.  It  may  be  a  crime  not  to  do  so  if  one 
has  the  ability.     Acquiring  must  not  be  confounded  with  avarice. 

"Finally:  Man  has  an  inherent  and  inalienable  right  to  labor,  and  this  right 
must  not  be  interfered  with  by  unions  or  strikers. 

"It  is  not  the  business  of  government  to  aid  in  the  acquisition  of  money  or  to 
make  property,  but  to  protect  every  man,  the  humblest  and  the  wealthiest,  in  his  law- 
ful efforts  to  acquire  and  enjoy  the  fruits  of  his  labor." 


PART  VII. 


111*? 


^^"       5o>ii^35. 


The  Fast  Runs  of  the  World. 

Several  hundred  years  before  Homer  lived,  long  before  the 
Chinese  philosopher  Confucius  was  born,  and  nearly  thirty-sLx 
,      ^  centuries  before  the 

u^O'^wri*^       iUk/^^  actual    accomplish- 

ment of  the  first  tele- 
graph line  (May  27, 
1844),  between  Bal- 
timore and  Wash- 
ington, Job  wrote: 

Canst  thou  send 
lightnings  that  they 
may  go  and  say  unto 
thee,  here  we  are? 

The  messenger  to 
the  railroad  is  just 
as  important  as  the 
motor,  and  came 
within  the  remarkably  short  period  of  sixteen  years  after  the 
first  rail  was  laid;  it  has  been  developed  and  perfected  along 
with  the  railroad  until  truly  Their  line  has  gone  oat  through  all 
the  earth,  and  their  ivords  to  the  end  of  the  world. 

It  is  just  as  necessary  to  know  "here  we  are"  at  the  expected 
moment  as  it  is  to  know  "  others  are  not  here." 

Hence,  as  said  before:  "The  dispatcher  who  sits  at  his  table 
with  fifty— a  hundred  and  fifty— trains  on  the  road  has  more 
responsibility  every  way  than  the  general  who  directs  an  army." 

(  10^  .1 


104  THE    FAST    RUNS    OF    THE    WORLD. 

1874 — Just  thirty  years  after  the  telegraph,  we  have  the  tele- 
phone, and  to  writing  at  a  distance  is  added,  talking  at  a  distance. 

"This  electric  chain  from  East  to  West, 

More  than  mere  metal,  more  than  Mammon  can, 
Binds  us  together — kinsmen  in  the  best ; 

Brethren  as  one ;  and  looking  far  beyond 
The  world  in  an  electric  union  blest." 

Without  the  wires  there  could  be  fast 
trains,  high  speed,  but  the  exact  records 
would  be  wanting. 

For  a  time  nothing  was  heard  of  ' '  break- 
ing the  record,"  except  occasional  spurts, 
the  New  York  Central  holding  the  proud 
distinction  "the  world's  fastest  train," 
until  August  22-23,  1^95'  when  the  London  and  Northwestern 
(West  Coast  Route)  gave  to  the  world  that  for  539.75  miles  it 
had  sustained  an  average  speed,  including  stops,  of  63.24  miles 
an  hour;  excluding  stops,  63.93  miles  an  hour,  or  better  than 
the  New  York  Central  (in  second  average)  by  2.43  miles  per 
hour. 

On  September  i  ith,  within  nineteen  days,  the  New  York  Cen- 
tral made  another  run,  over  the  accustomed  route  and  in  the  same 
direction,  from  New  York  City  to  East  Buffalo,  averaging,  run- 
ning time,  64.22  miles  an  hour,  thus  regaining  her  former  distinc- 
tion by  .29  of  a  mile  an  hour. 

In  a  dispatch  sent  out,  giving  this  extraordinary  perform- 
ance, it  was  stated  that:  "The  prevailing  west  wind  retarded 
the  '999'  and  she  did  not  make  her  accustomed  speed."  With 
this  hint  I  wrote  the  following,  which  was  sent  to  The  Rail- 
road Gazette,  September  19th,  but  did  not  appear  until  December 
20th: 

Much  has  been  printed  and  published  lately  about"  fast  runs," 
notably,  1891,  the  great  run  of  the  New  York  Central  and  Hud- 


THE    FAST    RUNS    OF    THE    WORLD.  105 

son  River  Railroad,  in  which  the  actual  running  time  was  436^ 
miles  in  425  minutes  and  42  seconds,  or  an  average  oi  6i}4  miles  an 
hour.     The  weight  of  this  train  was  460,000  pounds. 

Since  that  run,  the  English  railroads  have  been  racing  with 
themselves  and  have  beaten  this  wonderful  performance.  August 
22d,  23d,  the  London  and  Northwestern  ran  540  miles  in  512 
minutes,  inclusive  of  all  stops;  this  was  equal  to  63.27  miles  per 
hour. 

The  New  York  Central,  on  September  nth,  this  3^ear,  made 
the  remarkable  run  of  the  same  436^  miles  in  407^  minutes,  an 
average  of  64.24  miles  per  hour,  or  better  than  the  English  rail- 
road by  nearly  one  mile  per  hour. 

Now  to  the  point  in  this  comparison :  The  New  York  Central, 
in  starting  both  times  from  New  York  City,  unnecessarily  retard- 
ed its  own  speed. 

First.  While  the  Hudson  River  is  a  "  water  level,"  it  does  run 
"down  hill"  ;  the  train,  therefore,  from  New  York  to  Albany  ran 
^'up  grade,"  and  hence  did  not  make  as  good  time  as  it  would 
have  made  from  Albany  to  New  York. 

Second.  From  Albany  to  Buffalo,  due  west,  the  train  encoun- 
tered not  only  "the  prevailing  west  wdnd,"  but  the  force  of  the 
earth's  revolution  eastward.  This  latter  force,  possibly,  will 
not  be  so  readily  admitted  by  the  general  reader,  and  seems  not  to 
have  been  considered  at  all  by  the  managers  of  the  New  York 
Central.     Now,  therefore,  to  the  proof: 

According  to  the  doctrines  of  Mechanical  Philosophy,  viz. : 
"Owing  to  the  diurnal  rotation  of  the  earth,  bodies  at  the  equa- 
tor press  toward  the  earth  with  ||f  of  the  pressure  they  would 
exert  were  the  earth  deprived  of  its  rotation.  If,  therefore,  the 
rotation  of  the  earth  could  be  accelerated  until  it  took  only  ^\  of 
the  present  siderial  day  to  make  a  complete  turn  or  revolution,  the 
centrifugal  tendency  would  be  increased  seventeen-square  (17^) 
fold ;  that  is,  it  would  be  289  times  as  great  as  now,  and  bodies  at 


lOG  THE    FAST    RUNS    OF    THE    WORLD. 

the  equator  would  have  no  pressure  downward,  or,  as  we  say, 
would  weigh  nothing.  This  rate  of  revolution  would  not  be  suffi- 
cient to  deprive  bodies  anywhere  else  of  their  weight." 

Confirmatory  of  this  doctrine  a  few  formulae  and  reductions 
are  introduced. 

It  is  also  taught  in  Mechanical  Philosophy  that  a  body  or  mass 
M  moving  with  a  velocity  F  in  a  circle  of  radius  R,  has  a  centri- 
fugal  force  represented  by,  or  is  =  ^-^-  (i). 

That  the  gravity  or  weight  of  a  body  is  represented  by,  or 
\s  =  Mg  (2). 

Now,  to  find  what  fraction  the  centrifugal  force  is  of  the 
gravity  or  weight  we  divide  (i)  by  (2)  and  we  have-^— - 

If  we  apply  this  formula  to  bodies  at  the  earth's  equator,  and 
"at  rest"  there,  that  is,  moving  only  as  fast  as  surrounding 
objects,  trees,  rocks,  etc.,  we  must  make  y=  velocity  of  diurnal 
rotation  there,  i?  =  equatorial  radius  of  earth,  and  g  =  equatorial 
gravity,  acceleration;  this  will  give  us  by  reduction-^  =  2^5 
nearly. 

Here  V ^  velocity  of  earth,  1,530  feet  per  second; 

R  =  equatorial  radius  of  earth,  21,120,000  feet  nearly; 

^  =  32,  nearly,  gravity. 

Hence  by  substitution  and  reduction  we  have  the  result  ^Jg, 
nearly. 

Now,  a  train  moving  east  with  a  velocity  v  has  a  v^elocity(F+7;) 
relative  to  the  earth's  center,  and  hence  for  it  the  lightening  of 
its  weight  would  be  „^  while  if  it  were  moving  west  with  the 
same  speed  it  would  have  its  velocity  relative  to  the  earth 's  center 
V — V  and  -^^^^  would  be  "  the  lightening." 

The  algebraic  difference  of  the  two  would  be  the  fractional 
increase  of  pressure  downward  due  to  reversal  of  velocity  of 

same  body  from  east  to  west^4  ^-. 


THE    FAST    RUNS    OF    THE    WORLD. 


107 


Taking  a  train  running  say  70  feet  per  second,  or  nearly  48 
miles  per  hour,  this  fraction  would  not  be  far  from  yg'^o  part  of 
the  weight  of  train ;  and  if  running  60  miles  an  hour  (88  feet  per 
second)  it  would  be  y^'go  part;  if  100  miles  an  hour  (146.66  feet 
per  second)  it  would  be  755  nearly;  and  it  would  be  greater 
and  greater  as  the  speed  is  increased. 

This  calculation,  it  will  be  observed, 
will  be  true  for  the  equator. 

The  New  York  Central  train  ran  from 
Albany  to  Buffalo,  upon  about  the  42d 
parallel  of  latitude. 

If  therefore  the  case  is  transferred  to 
the  point,  P,  in  latitude,  P  C  E  =  0,  the 
velocity  due  to  the  earth's  rotation  is 
reduced  in  the  ratio  of  E  C  to  P  D,  that  is, 
it  is  =  I^  COS.  6. 

The  radius  of  the  diurnal  circle  is  reduced  in  the  same  ratio 
and  is=^  R  cos.  0. 

It  is  easy  to  see,  in  addition  to  these  changes,  that  while  the 
centrifugal  force  at  the  equator  is  vertical,  at  P  it  is  not  so,  being 
straight  from  Z^  in  a  line  P  H.  Hence  we  must  take  only  the  ver- 
tical component  at  P  or  multiply  the  total  centrifugal  force  at  P 
by  the  cosine  of  the  latitude  of  P. 

From  these  three  circumstances  it  results  finally,  that  the 
fractional  increment  of  pressure  due  to  reversal  of  velocity  of 

V  V 

train  from  east  to  west  would  be  4  ^  cos.  B,  V  and  R  being 
equatorial  values. 

Therefore,  above  and  below  the  equator  a  correction  must  be 
made  dependent  upon  the  cosine  of  the  latitude. 

In  the  case  of  the  New  York  Central,  latitude  about  42  de- 
grees, the  cosine  is  .742950,  or  nearly  ^,  and  the  formula  would 
be  T.  5—. 


108 


THE    FAST    RUNS    OF    THE    WORLD. 


London  and  Northwestern,  New  York  Central,  Lake  Shore 
AND  Wabash  Railroad. 


West  Coast, 

N.  Y.  Central, 

Lake  Shore, 

Wabash, 

London  to  Aber- 

New York  to  East 

Chicago 

Peru 

deen. 

Buffalo. 

to  Buffalo. 

to  St.  Louis. 

Date 

August  22-23, 1895. 
150,080  lbs. 

September  11,  1895. 

October  24,  1895. 

November  2,  1895. 

Weight  of  cars,     .    . 

361,000  lbs. 

304,500  lbs. 

239,800  lbs. 

Distance,  miles,     .    . 

539-75 

436.32 

510. 1 

282.4 

First  Stage. 

Length,  miles,   .    .    . 

.58 

142.88 

87.4 

101.3 

Departed, 

8:  00  p.  M. 

5:40: 30  A.  M. 

3 : 29: 27  A.  M. 

10:47:50  A.  M. 

Arrive  terminus,  .    . 

10:  27:  30  p.  M. 

7:54:55  A.  M. 

4:54:53A.M. 

12  :  27  :  20  A.  M. 

Time 

2  h.  27  min.  30  sec. 

2  h.  14  min.  25  sec. 

I  h.  25  min.  26  sec. 

ti  h.  37  min.  58  sec. 

Speed,  m.  p.  h.,     .    . 

64.27 

63.79 

J'-^^ 

62.04 

Engine 

No.  1309  compound 

No.  870 

No.  597 

No.  604 

Second  Stage. 

Length,  miles,   .    .    . 

141.25 

147.84 

133-44 

71.6 

Departed,     .    . 

10:  30  P.  M. 

7:56:45  A.M. 

4:57:04A.M. 

12:  30:  20  p.  M. 

Arrive  terminus,   .    . 

12  :  35  :  30  a.  m. 

10:  17:  10  A.  M. 

7:01:  39  A.  M. 

1:33:38  P.  M. 

Time 

2  h.  5  min.  30  sec. 

2  h.  20  min.  25  sec. 

2  h.  4  min.  35  sec. 

I  h.  3  min.  18  sec. 

Speed,  m.  p.  h.,    .   . 

67.50 

63-17 

64.24 

J^-^ 

Engine,         

No.  904 

No.  999 

No.  599 

No.  604 

Third  Stage. 

Length,  miles,    .    .    . 

150.00 

145-60 

107.8 

109.5 

Departed, 

12:38  A.  M. 

10:  19:  35  A.  M. 

7 :  04  :o7  A.  M. 

I  :  35  :  10  p.  M. 

Arrive  terminus,   .    . 

3:07:03    A.  M. 

12 :  32  :  26  p.  M. 

8:  50:  13  A.  M. 

*2  :  17:  40  p.  M. 

Time, 

2  h.  29  min.  30  sec. 

2  h.  12  min.  51  sec. 

I  h.  46  min.  6  sec. 

I  h.  40  min.  14  sec. 

Speed,  m.  p.  h.,     .    . 

60.20 

65-75 

60.96 

65.4 

Engine, 

No.  90 

N  0.  903 

No.  160 

JNo.  602 

Fourth  Stage. 

Length,  miles,   .   .    . 
Departed,        .... 

90.50 

3:09:  30  A.  M. 

95-5 
8:  51 :  58  A.  M. 

Arrive  terminus,   .    . 
Time 

4:  32    A.  M. 

I  h.  22  min.  30  sec. 

10  :  17  :  30  A.  M. 
I  h.  25  min.  32  sec. 

Speed,  m.  p.  h.,     .    . 

66 

66.99 
No.  598 

Fifth  Stage. 

86 
10:  19  :  48  A.  M. 
II :  30:  34  A.  M. 

72.91 
No.  564 

Through. 

Distance,  miles,     .    . 

539-75 

436.32 

510. 1 

282.4 

Time  elapsed,     .    .    . 

8  h.  32  min. 

6  h.  51  min.  56  sec. 

8  h.  I  min.  7  sec. 

4  h.  30  min.  40  sec 

Average  speed,     . 

63.24 

63.54 

63.61 

62.6 

Time  in  motion,     .    . 

8  h.  25  min. 

6  h.  47  min.  41  sec. 

*7  h.  50  rain.  20  sec. 

4  h.  21  min.  27  sec. 

Average  speed,     . 

63.93 

64.22 

65.07 

64.8 

*Two  minutes  and  five  seconds  deducted  in  third  stage,  actual  stop  by  flag. 

t  Stop  of  one  minute  and  thirty-two  seconds  at  Attica  for  water. 

X  Four  minutes  andthirty-five  seconds  delay  in  changing  engines  at  Decatur  and  Tilton. 

•■Stop  of  two  minutes  and  sixteen  seconds  at  Litchfield  for  water. 


THE    FAST    RUNS    OF    THE    WORLD.  109 

Still  it  would  seem  that  the  next  time  the  New  York  Central 
races  with  itself  it  should  be  from  Buffalo  to  New  York  City.* 

The  Lake  Shore  and  Michigan  Southern  made  its  run  last- 
made  it  from  Chicago  to  Buffalo,  510.1  miles,  in  the  unprece- 
dented time,  including  stops,  8  hours  i  minute  and  7  seconds — 
an  average  of  63.61  miles  per  hour;  excluding  stops,  at  the  rate 
of  65.07  miles  per  hour,  thus  winning  the  world's  record  and 
beating  the  New  York  Central  by  .85  of  a  mile,  and  the  distance 
run  being  73.88  miles  farther  than  that  of  the  Central. 

The  Lake  Shore  ran  from  ivest  to  east  with  the  centrifugal  force 
of  the  earth.  This  run  means  breakfast  in  Chicago  and  supper  in 
New  York. 

Means  still  more :  That  the  distajice  from  ocean  to  ocean  will 
soon  be  traversed  in  as  many  minutes  as  there  are  intervening  miles. 

The  Western  and  Southern  roads  have  not  entered  so  generally 
into  these  fast-run  contests,  still  the  time  made  by  many  of  them 
should  be  recorded,  furnishing  proof  positive  of  superior  power, 
superior  roadbed,  and  superior  management. 

Knights  of  Pythias  Train. 

The  longest  fast  run  in  the  world,  780.9  miles  in  15  hours 
and  49  minutes,  was  made  from  Jacksonville,  Florida,  to  Wash- 
ington City,  August  26,  27,  1894.  Some  passengers,  after  stop- 
ping off  at  Washington  36  minutes,  boarded  a  regular  train  and 
arrived  in  New  York  2.30  p.  m.,  being  only  22  hours  and  10  min- 
utes from  Jacksonville. 

When  it  is  recollected  that  this  run  was  made  over  seven 
separate  divisions  of  railroads,  through  a  region  everywhere 
intersected  with  bridges  and  trestles,  thirteen  railroad  crossings 

*NoTE — Of  course  the  earth  is  not  a  sphere.  It  is  an  eUipsoid,  and  this  presenta- 
tion leaves  out  many  details  that  should  appear  in  a  thorough  scientific  discussion  of 
the  subject.  Such  details  would,  however,  only  slightly  modify  the  numerical  re- 
sults we  have  given,  and  are  therefore  purposely  omitted.  In  these  great  contests 
the  most  helpful  agent  would  be  "the  prevailing  wind,"  and  hence  a  consultation 
with  the  weather  bureau  is  suggested. 


110  THE    FAST    RUNS    OF    THE    WORLD. 

requiring  full  stops  besides  the  stops  for  changing  engine  and  tak- 
ing water,  one  is  prepared  to  appreciate  the  comment  of  the 
Charleston  News  and  Courier:  "If  the  special  had  pulled  out  of 
Jacksonville  just  as  day  was  breaking  it  would  have  run  across 
the  long  bridge  in  Washington  just  before  the  electric  lights  were 
turned  on."  Or,  if  it  had  run  in  winter,  in  22  hours  and  10  min- 
utes— through  1 5  degrees  of  latitude — these  Knights  would  have 
exchanged  balmy  Florida  for  icy  New  York. 

Note— Longest  stop  for  water,  five  minutes;  fastest  mile  made,  48  seconds,  or 
75  miles  per  hour. 

"The  Times  Special  to  Atlantic  City,  Pennsylvania 
Railroad,  April  21,  1895. 

H.  M.  S. 

Left  Camden  Station 5         35         45  a.  m. 

Reached  Atlantic  City .'     6         21         30  a.  m. 

Running  time,  45  minutes  and  45  seconds;  average  speed, 
76.5  miles  per  hour. 

Average  speed  per  hour. 

Between  Liberty  Park  and  Absecon,  49 . 8  miles 79 . 7  miles. 

Between  Berlin  and  Absecon,  35 .  6  miles 82 .  9  miles. 

Between  Thurlow  Junction  and  Absecon,  24 .  9  miles .      83 . 0  miles. 

The  fastest  one  mile  made  was  87.8  miles  per  hour. 

The  average  speed  of  the  Times  Special  was  76.5  miles  per  hour. 

The  Pennsylvania  celebrated  its  golden  jubilee  April  13,  1896. 
The  proceedings  show  that  the  company  moved  in  1852,  70,000 
tons  of  freight ;  in  1895,  160,000,000  tons.  It  carried  also  75,000,- 
000  passengers.  The  pay-roll  in  1852  was  less  than  $400,000; 
to-day  it  amounts  to  $36,000,000. 

It  controls  to-day  9,000  miles  of  road.  The  present  equipment 
would  form  a  train  extending  from  New  York  to  Chicago.  The 
aggregate  capital  is  $834,000,000,  the  number  of  employes  over 
100,000,  and  over  500,000  people  are  dependent  upon  this  cor- 
poration for  their  daily  bread.  This  development  is  a  fair  meas- 
ure of  the  prosperity  of  this  country. 


THE     FAST    RUNS    OF    THE    WORLD.  Ill 

Punctuality — On  Time. 

To  be  "  on  time"  is  the  first  requisite  of  a  good  pupil.  In  the 
month  of  January,  1895,  the  Chesapeake  and  Ohio  Railway  made 
the  following  remarkable  record : 

No.  I  left  Washington  on  time,    .   .  31  times.     Arrived  at  Cincinnati  on  time 24  times. 

Arrived  at  Cincinnati  10  to  30  minutes  late,  .    7  times. 

(MADE  BIG  FOUR  CONNECTIONS.) 

"No.  2  left  Cincinnati  on  time,   .    .    .  31  times.     Arrived  at  Washington  on  time, 30  times. 

Arrived  50  minutes  late, i  time. 

No.  3  left  Washington  on  time,    .    .  23  times.     Arrived  at  Cincinnati  on  time,     .4 28  times. 

Left  Washington  15  to  40  min.  late,    7  times.     Arrived  at  Cincinnati  2  hours  late, 2  times. 

No.  3  left  Washington  I  hour  late,  .    i  time.      Arrived  at  Cincinnati  6  hours  late, i  time. 

(MISSED  BIG  FOUR  CONNECTIONS.)* 

No.  4  left  Cincinnati  on  time,    .    .    .  31  times.     Arrived  at  Washington  on  time 29  times. 

Arrived  at  Washington  15  to  30  min.  late,  .    .    2  times. 
*  Heavy  snow-storm  and  mercury  below  zero. 

Number  of  trains,  124.  Initials  and  terminals,  248.  Route 
length,  600  miles.  Distance  traversed,  over  a  long  stretch  of 
mountainous  country  requiring,  for  most  of  the  way,  two  engines, 
seventy-four  thousand  and  four  hundred  miles  for  the  month,  mak- 
ing 95  per  cent  of  terminal  connections. 

This  year,  during  the  months  of  March,  April,  May,  and  June, 
for  122  days,  488  trains,  the  vestibuled  limited  "F.  F.  V.," 
in  the  run  between  Washington  and  Cincinnati,  made  a  still 
more  remarkable  race.  Each  train  covered  600  miles  122  times, 
or  a  total  of  292,800  miles,  or  nearly  twelve  times  around  the 
earth,  the  four  trains  being  on  time  463  times  out  of  a  possible 
488,  an  average,  again,  and  for  four  months,  of  95  per  cent. 

These  extraordinary  achievements  are  the  result  of  three 
perfections:  Perfection  of  track,  perfection  of  equipment,  and 
perfection  of  management. 

In  connection  with  fast  trains  and  telegraphing  the  following 
digression  seems  appropriate: 


"DRE\\'  THE  WRONG  LEVER." 

(ALEXANDER    ANDERSON.) 

This  is  what  the  pointsman  said,  with  both  hands  at  his  throbbing  head: 

"  I  drew  the  wrong  lever  standing  here,  and  the  danger  signals  stood  out  clear ; 

But  before  I  could  draw  it  back  again,  on  came  the  fast  express,  and  then — 
Then  came  a  roar  and  a  crash  that  shook  this  cabin  lloor,  but  I  could  not  look 

At  the  wreck,  for  I  knew  the  dead  would  peer  with  strange  dull  eyes  at  their  nuirderer 

here." 
"Drew  the  wrong  lever!"     "Yes,  I  say!     Go,  tell  my  wife,  and — take  me  away!" 

That  was  what  the  pointsman  said,  with  both  hands  at  his  throbbing  head. 
O,  ye  of  the  nineteenlli  century  time,  who  hold  low  dividends  as  a  crime, 

I/isten.     So  long  as  a  twelve  hours'  strain  rests  like  a  load  of  lead  on  the  brain. 
With  its  ringing  of  bells  and  its  rolling  of  wheels,  drawing  of  levers  until  one  feels 

The  hands  grow  numb  with  a  nerveless  touch,  and  the  handles  shake  and  slip  in. 

the  clutch, 
So  long  will  ye  have  pointsmen  to  say — "  Drew  the  wrong  lever!  take  me  away!" 

Why  This  Strange  Action? 

Says  Dr.  Carpenter:  "Wherever  a  distinct  nervous  system  can  be  made,  it  con- 
sists of  two  different  forms  of  structure — the  presence  of  both  of  which,  therefore,  is 
essential  to  our  idea  of  it  as  a  whole  .  .  .  .  '  Thus  man,  the  nervous  system  of  animal 
life,'  consists  of  the  brain  and  spinal  cord,  which  are  aggregations  of  ganglia,  and  of 
the  trunks  and  branches  that  proceed  from  them.  In  addition  to  this  he  has  also  a 
'nervous  system  of  organic  life'— the  ganglionic  centres  of  which  are  scattered 
through  the  body.  In  both  systems  the  trunks  are  essentially  composed  of  nerve- 
fibres;  whilst  the  ganglionic  centres  are  characterized  by  the  presence  of  peculiar 
cells  connected  with  these  fibres. 

"  It  is  easily  estabhshed,"  says  he,  "by  experiment  that  the  active  powers  of  the- 
nervous  system  are  concentrated  in  the  ganglia,  while  the  trunks  serve  as  conductors 
of  the  influence  which  i^  to  be  propagated  towards  or  from  them  .... 

"The  nerve-fibres  which  convey  from  the  various  parts  of  the  body  to  the  gan- 
glionic centres  those  impressions  which  there  excite  sensations  are  called  afferent  or 
excitor.  On  the  other  hand,  the  nerve  fibres  which  convey  from  the  ganglionic 
centres  to  the  muscles  the  impressions  which  call  forth  contractions  in  the  latter  are 
called  efferent  or  motor.  It  is  probable  that  the  nature  of  the  nerve-force  excited  in 
each  is  the  same ;  so  that  the  same  fibre  might  serve  either  purpose,  if  its  terminals 
enable  it  to  do  so — just  as  the  same  wire  in  an  electric  telegraph  can  convey  an  elec- 
tric current  in  either  direction,  and  can  thus  serve  alike  for  the  transmission  of  a 
message  and  for  its  reply." 

In  this  discussion,  then,  let  it  be  granted  that  the  brain  is 

THE  GREAT  CENTRAL  STATION 

to  which  the  afferent  nerves  convey  all  the  messages  and  impulses 

(11^) 


"drew  the  wrong  lever.  113 

that  come  to  us  from  outward  sources.  From  this  same  sta- 
tion the  efferent  nerves  conduct  messages,  impelHng  action  to  atl 
parts  of  the  body.  While  the  brain  is  the  great  super\'ising  and 
controlHng  center  of  the  nervous  system,  there  are  other  centers, 
aggregations  of  ganglionic  nerve  cells  situated  in  various  parts  of 
the  human  body,  which  play  an  important  part  in  the  nervous 
mechanism  of  our  being.  These  lesser  centers  have  specialized 
functions  and  preside  over  limited  areas  and  within  limitations; 
their  mechanism  is  the  same  as  that  of  the  higher  center.  They 
are  intimately  connected  with  and  related  to  one  another  and 
communicate  with  the  parent  center,  the  brain.  They  preside 
over  the  involuntary  movements  of  the  body  and  thereby 
relieve  the  higher  centers  of  an  immense  amount  of  actual 
work. 

Their  intimate  and  intricate  connection  with  one  another  and 
the  higher  centers  of  the  brain  present  an  immense  area  of  reflexes, 
all  of  which  are  necessary  to  our  well-being.  These  reflexes  are 
influenced  by  various  stimuH  and  functions  normally  and  abnor- 
mally in  direct  accord  with  the  stimulation  received.  AiTerent 
and  efferent  impulses  travel  in  the  line  of  least  resistance,  and 
repetition  soon  establishes  habit. 

Disturbance  of  the  usual  route  leads  to  a  more  circuitous  one, 
thereby  increasing  the  factor  of  time  and  lessening  the  potential  of 
the  impulse.  Counter- impulses  become  a  factor,  and  their  influ- 
ence determines  the  resultant.  Hence  in  the  case  of  the  switch- 
man repetition  had  reduced  his  work  to  habit.  Long  training 
had  converted  the  mental  process  to  its  simplest  form ;  it  had 
become  little  else  than  a  simple  reflex,  taking  its  shortest  route 
and  exerting  the  lowest  degree  of  stimulation  upon  the  centers  of 
higher  consciousness.  Another  impression  knocked  at  the  door 
of  his  inner-consciousness,  its  stimulation  exceeded  that  of  the 
old  one,  the  two  forces  contended  w^th  each  other,  and  the  efferent 
impulse  "  threw  the  sn'itch  the  wrong  way.'" 


PART  VIII. 


The  St.  Louis  Uniox  Passenger  Station. 


The  tourist,  whether  for  health  or  pleasure,  visiting  Salt  Lake 
City  first  goes  to  the  great  tabernacle.  At  once  he  is  amazed  at 
this  immense  structure ;  begins  to  examine  and  to  determine  for 
himself  how  this  dome,  under  which  can  be  comfortably  seated 
12,000  worshipers,  is  sustained.  He  finds  that  this  roof  is  an 
ellipsoidal  curve — of  Howe  truss  construction — rafters   four-tier 

(n4) 


THE    ST.  LOUIS    UNION    PASSENGER    STATION.  115 

deep,  all  doweled  with  wooden  pins,  not  an  iron  bolt  to  be  found. 
That  this  dome  rests  upon  forty-four  sandstone  pillars,  piers,  or 
abutments.  This  structure — its  architecture,  its  capacity,  and  its 
adaptability  to  the  purpose  for  which  it  was  constructed — has 
been  for  years  the  admiration  not  only  of  the  Western  Continent 
but  all  travelers. 

In  the  city  of  St.  Louis,  Saturday,  September  i,  1894,  was 
opened  the  largest  railway  station  in  the  world. 

The  excavation  for  this  structure  was  commenced  April  i, 
1892  ;  the  corner-stone  was  laid  July  8,  1893.  On  account  of  the 
nature  of  the  ground,  the  present  site  not  more  than  fifty  years  ago 
being  a  part  of  the  old  Chouteau  Pond,  it  required  to  complete 
the  foundation  walls  fifteen  months ;  the  whole,  however,  being 
finished  and  ready  for  occupancy  in  the  remarkably  short  period 
of  two  years  and  five  months. 

The  station  proper,  the  head-house  and  the  midway  between  it 
and  the  train-shed,  and  the  train-shed  itself,  occupy  an  area  of 
497,970  square  feet,  or  eleven  and  one  tenth  acres.  The  yards 
just  south  of  the  train-shed,  between  it  and  the  power-house, 
contain  465,970  square  feet,  making  a  total  area  for  the  Union 
Station  itself,  exclusive  of  all  main  track  approaches,  of  963,062 
square  feet,  or  20  acres. 

The  area  covered  by  the  four  main  tracks,  reaching  from  the 
tunnel  to  the  grand  avenue,  including  the  proposed  storage  yard 
on  Compton  Avenue,  all  of  which  is  set  aside  for  passenger  service 
exclusively,  is  867,098  square  feet, making  a  grand  total  of  1,830,- 
160  square  feet,  or  42  acres. 

There  are  19  miles  of  track  in  this  system,  of  which  the  30  tracks 
under  the  train-shed  compose  3^  miles.  The  interlocking  sys- 
tem is  worked  by  122  levers,  and  controls  130  switches  and  103 
signals.  The  electric  light  plant  has  a  capacity  of  lighting  300 
arc  and  5,000  incandescent  lights.  The  heating  apparatus  has  a 
capacity  to  supply  44,500  square  feet  of  radiating  surface,  amply 


110 


THE    ST.   LOUIS    UNION    PASSENGER    STATION. 


^BACn  WMBCOi 

U  U  11  it  ii  U  it  it  ii  ii  u  u  u  U  U 


THE  HEAD-HOUSE,  THE  MIDW'.W,   AND  DIAGRAM  OF  THE  TRACKS. 


THE    ST.  LOUIS    UNION    PASSENGER    STATION.  117 

sufficient  for  the  station  proper,  the  express  and  baggage  building, 
and  all  other  buildings  appurtenant  to  the  station.  The  cost  of 
the  site,  the  buildings,  and  the  entire  system  of  tracks  and  other 
improvements,  amounts  to  $6,500,000. 

While  the  whole  is  unsurpassed  in  architectural  beauty  and  is 
a  marvel  of  adaptability,  there  are  about  it  facts  that  claim  more 
than  an  ordinary  mention.  The  train-shed  is  601  feet  wide  from 
center  to  center  of  outer  columns,  covering  30  tracks,  and  700 
feet  long  from  wall  of  head -house  to  center  of  end  columns.  Of 
this  length  70  feet  is  an  auxiliary  shed  covering  the  wide  trans- 
verse platform  and  connecting  the  head-house  with  the  train-shed 
proper,  the  main  front  of  the  latter  being  therefore  630  feet  long. 
The  height  to  center  pin  of  the  top  cover  of  middle  span  at  the 
head-house  end  is  74  feet,  and  the  height  of  end  pins  of  bottom 
chord  of  side  trusses,  20  feet.  The  total  width  of  601  feet  is  made 
up  of  a  center  span  of  141  feet  3  >^  inches,  two  flanking  spans  of  139 
feet  254^  inches  each,  and  two  side  spans  of  90  feet  8  inches  each. 
The  side  columns  are  placed  30  feet  apart  from  center  to  center, 
longitudinally,  while  the  columns  of  the  three  interior  rows  are 
placed  60  feet  apart.  The  roof  trusses  are  30  feet  apart,  every  al- 
ternate truss  resting  on  the  longitudinal  girder  carried  by  the  col- 
umns. Under  the  dome  of  the  great  tabernacle  1 2 ,000  worshipers 
could  be  comfortably  seated ;  allowing  the  same  space  to  each 
person,  under  the  roof  of  the  train-shed  of  the  St.  Louis  Union 
Station  134,624  could  be  comfortably  seated,  or  nearly  twelve 
times  as  many. 

The  arch  form  has  been  almost  universally  adopted  for  large 
stations.  The  largest  single  arch  is  the  Pennsylvania  Station  at 
Philadelphia,  constructed  subsequent  to  the  St.  Louis  shed,  and 
has  a  width  of  300  feet.  The  St.  Louis  shed  is  not  supported  by 
arches  at  all  but  by  five  trusses  across  the  width,  but  so  formed  as  to 
preserve  the  effect  of  the  arch  and  yet  not  be  so  high  as  to  dwarf 
the  head-house.     A  central  ventilator  runs  the  full  length  of  the 


118  THE    ST.    LOUIS    UNION    PASSENGER    STATION. 

building  on  the  top,  having  a  width  of  50  feet,  and  is  covered  by  a 
glass  roof.  From  both  sides  of  the  central  ventilator  running 
down  the  slopes  of  the  roof  are  clear  stories,  30  feet  in  width  and 
10  feet  in  height,  and  spaced  30  feet  in  the  clear  part,  in  the  sides 
of  which  clear  stories  are  ventilators  and  glass  lights. 

The  sides  of  the  central  ventilator  between  the  clear  stories  are 
also  provided  with  slats.  It  will  be  seen,  therefore,  that  from 
any  direction  the  wind  may  blow,  its  effect  will  be  to  carry  the 
smoke  out  of  the  building. 

A  few  comparative  figures : 

St.  Pancras,  London    243  feet  wide,   10  tracks 

*Grand  Central  Station,  New  York    200  feet  wide,   12  tracks. 

New  Pennsylvania  Station,  Jersey  City 256  feet  wide,  12  tracks. 

New  Pennsylvania  and  Reading  Station,  Phila  ,  .  266>  feet  wide,  13  tracks. 

New  Pennsylvania  Station,  Philadelphia 304  feet  wide,   16  tracks. 

Union  Passenger  Station,  Frankfort-on-Main   .  .  .  552  feet  wide,  18  tracks. 

New  Union  Station^  St.  Louis 606  feet  wide    30  tracks. 

It  surpasses  the  great  stations  of  London,  New  York,  Boston, 
and  Chicago.  So  stupendous  an  undertaking  as  this  had  to  be 
backed  and  directed  by  immense  capital.  Hence,  the  question  of 
first  importance,  Who  supplied  the  money?  The  Terminal  Rail- 
road Association,  composed  of  and  controlled  by  the  Cleveland, 
Cincinnati,  Chicago,  and  St.  Louis  Railroad,  the  Louisville  and 
Nashville,  the  Missouri  Pacific,  the  Iron  Mountain  and  Southern, 
the  Wabash,  and  the  Baltimore  and  Ohio  Southwestern,  each  of 
these  roads  having  a  representative  in  the  Board  of  Directors. 

As  the  Association  stands  to-day,  the  properties  owned  or 
operated  by  it  are  the  St.  Louis  Bridge,  the  Tunnel  Railroad 
of  St.  Louis,  the  St.  Louis  and  East  St.  Louis  Terminal,  and 
through  other  arrangements,  the  St.  Louis  Merchants  Bridge 
and  Terminal. 

*The  New  York  Central  has  a  smaller  shed  also,  covering  7  tracks,  making  a  total 
of  19  tracks. 


THE    ST.   LOUIS    UNION    PASSENGER    STATION.  J 19 

When  it  is  recollected  that  three  fifths  of  the  territory  of  the 
United  States  is  west  of  the  Mississippi  River,  and  the  rapid 
strides  that  this  part  of  our  country  has  made  within  the  last 
quarter  of  a  century  in  agricultural  and  commercial  progress,  it  is 
not  surprising  that  to-day  is  found  for  the  business  of  transporta- 
tion the  largest,  the  handsomest,  and  the  best  adapted  passenger 
station  in  the  world,  and  that,  too,  at  the  gateway  of  the  great 
West. 

While  due  mention  of  and  befitting  tributes  were  paid  to  all 
the  officials,  to  all  the  artists  and  artisans,  to  all  who  had  lent 
their  skill  and  management  to  secure  this  unparalleled  success,  in 
all  the  ceremonies  and  speeches  there  seemed  to  be  a  wish  to 
mention,  to  honor  particularly,  the  President  of  the  company. 

This  wish,  this  distinction,  and  this  tribute  is  best  set  forth 
in  the  language  of  one  of  tlie  prominent  speakers: 

There  is  one  other  reason,  too,  that  brought  me  here,  and  that  is  the  great 
affection  and  respect  I  have  for  the  President  of  this  Terminal  Association,  your 
fellow-citizen,  Dr.  Taussig.  To  him  is  due  the  conception  and  the  carrying  out  of 
this  great  enterprise.  The  rest  of  us  have  supported  him,  but  he  has  been  the 
leader.  Twenty-five  years  ago,  a  quarter  of  a  century,  he  commenced,  and  to-night 
the  work  is  finished.  I  know  that  the  poet  tells  us  that "  the  fairest  things  are  those 
of  which  we  dream,"  but  I  hope  this  is  not  true  with  our  good  friend,  but  that  he 
enjoys  the  fruition  more  than  the  expectation.  This  is  his  monument,  but  he  has 
one  even  better,  for  time  will  efface  even  the  memory  of  the  man  who  built  so  noble 
a  structure  as  this,  and  the  great  multitude  in  future  years  will  pass  on  and  forget 
even  the  name  of  the  projector;  but  in  the  hearts  of  his  friends  and  fellow-citizens 
in  St.  Louis  he  will  live  when  this  grand  structure  shall  have  become  faded  and  worn, 
and  be  surpassed  by  one  better,  even  as  this  now  takes  the  place  of  the  old  one.  He 
has  lived  with  you  nearly  half  a  century,  and  in  that  time  been  a  faithful,  conscien- 
tious, and  honest  citizen.  What  greater  honor  ought  any  man  to  ask,  and  what 
more  can  he  have?  In  behalf  of  the  railways  I  congratulate  him  to-night  on  this 
building,  and  on  the  completion  of  this  step  in  his  life-work.  I  congratulate  him 
much  more  in  the  fact  that  his  life  has  been  spent  among  a  people  and  in  a  city  that 
appreciates  him,  and  where  his  memory  will  be  held  in  kindly  regard. 

This  celebration  fell  on  more  than  an  anniversary,  it  was  an 
epoch  really ;  it  marked  precisely  the  twenty-fifth  milestone  of 
Dr.  William  Taussig's  connection  with  and  service  for  the 
Terminal  Railroad  Association. 


THE  GIFT  OF  MR.  JAMES  J.  HILL. 

The  gifts  to  colleges  and  universities  by  railroad  men  in  the 
East — in  the  Middle  States,  upon  the  Pacific  Coast — have  been 
chronicled.     Now  is  presented  another,  and  in  the  far  Northwest : 

Monday,  September"  4,  1895,  witnessed  the  beautiful  inauguration  ceremonies 
of  The  St.  Paul  Seminary.  September  skies  smiled  auspiciously  on  the  dedicatory 
exercises.  It  was  a  cloudless  day,  and  it  had  all  the  charms  of  summer  without  the 
discomfiture  of  extreme  heat.  When  the  hour  arrived  for  the  opening  ceremonies 
twelve  thousand  people  were  present  on  the  grounds. 

They  had  come  to  attest  their  appreciation  of  and  faith  in  the 
new  institution  of  learning  about  to  be  launched — the  gift  of 
their  fellow-townsman,  their  beloved  citizen,  James  J.  Hill. 

Mr.  Hill,  as  a  citizen  of  many  years  of  the  Northwest,  saw  the 
necessity  of  such  an  institution,  an  institution  that  should  have 
distinctively  for  its  mission  the  upholding  of  good  citizenship  upon 
Christian  foundations,  and  gave  for  this  purpose  and  for  this  semi- 
nary $500,000.  The  aims  and  objects  of  this  institution  are  set 
forth  in  the  address  of  one  of  the  leading  speakers : 

Patriotism  is  a  religious  virtue;  good  citizenship  is  the  practical  application 
through  life  of  Christian  ethics.  The  test  of  the  deep  religious  instincts  of  the  semi- 
nary and  of  the  power  of  its  ethical  teaching  be,  in  the  years  to  come,  the  patriotism 
and  the  good  citizenship  which  it  will  practice  and  inculcate ;  the  patriotism  and  the 
good  citizenship  which  its  students  will  bear  away  with  them  over  the  land  to  prac- 
tice and  to  inculcate  in  their  own  homes. 

The  country  has  no  greater  need  than  that  of  men  who  by  correct  thought  and 
courageous  heart  are  pillars  of  the  social  order,  who  know  rights  in  duties,  and  duties 
in  rights,  who  sway  neither  to  one  side  nor  to  the  other,  holding  themselves  sternly 
on  the  lines  of  law  and  principle.  Be  it  the  special  mission  of  St.  Paul's  Seminary 
to  enrich  with  such  men  our  America.     America !  be  thine  this  Seminary. 

It  is  said  Mr.  Hill  was  greatly  affected.  His  voice  trembled 
while  he  spoke : 

The  present  occasion  is  to  me  a  very  pleasant  one.  I  am  called  upon  to-night 
to  perform  the  final  act  in  an  undertaking  which  has  for  three  or  four  years  occupied 
much  of  my  time  and  thought. 

(120) 


THE    GIFT    OF    MR.   JAMES    J.   HILL.  121 

After  recounting  many  other  reasons  for  his  action,  he  gives 
the  last,  the  greatest,  and  at  the  same  time  a  most  beautiful  and 
"befitting  tribute  to  woman : 

Some  of  you  may  wonder  why  I,  who  am  not  a  member  of  your  church,  should 
have  undertaken  the  building  and  endowment  of  a  Roman  Catholic  theological  semi- 
nary, and  you  will  pardon  me  if  I  tell  you  plainly  why.  For  nearly  thirty  years  I 
have  lived  in  a  Roman  Catholic  household,  and  daily  have  had  before  me  and  around 
me  the  earnest  devotion,  watchful  care,  and  Christian  example  of  a  Roman  Catholic 
wife,  and  of  whom  it  may  be  said,  "Blessed  are  the  pure  in  heart,  for  they  shall  see  God," 
and  on  whose  behalf  to-night  I  desire  to  present  and  turn  over  to  the  illustrious  arch- 
bishop of  this  diocese  the  seminary  and  its  endowment  as  provided  in  the  deeds  and 
articles  of  trust  covering  the  same. 

After  the  acceptance  of  this  gift  upon  the  part  of  the  arch- 
bishop, another  gift  by  ^Irs.  Hill  was  presented ;  and,  while  not 
costing  so  much,  is  of  infinite  value  to  the  institution — the  gift  and 
unfurhngof  the  stars  and  stripes,  our  Country's  Flag,  and  that, 
too,  while  the  vast  audience  sang : 

My  country,  'tis  of  thee, 
Sweet  land  of  liberty, 

Of  thee  I  sing; 
Land  where  my  fathers  died, 
Land  of  the  pilgrims'  pride, 
From  ev  ry  mountain  side 

Let  Freedom  Ring. 

The  institutions  of  to-day  can  not  ignore  the  trinity  of  the 
civil,  natural,  and  social  sciences. 

Young  men  trained  for  the  ministry  of  the  church  can  not  and 
should  not  forget,  whether  during  the  years  of  their  training  or 
later  on  during  the  time  of  their  ministry,  that  they  are  bound  by 
the  requirements  of  their  office  to  foster  and  to  uphold  by  word 
and  deed  the  highest  and  purest  citizenship — the  most  exalted 
Christian  character. 

The  buildings  consist  of  a  dormitory  building,  recitation 
building,  administration  building,  refectory  building,  and  gymna- 
sium building,  all  situated  upon  a  lovely  eminence,  in  the  midst  of 
a  beautiful  grove— another  Academus,  but  upon  the  Western 
Hemisphere. 


PART  IX. 


The  Evolution  of  The  Baltimore  and  Ohio  Railroad. 


b  commemoration  c/[  laymi  The  Corner  Srone  O^ttje 

Baltimore  and  Ohio  Rail-Roao.  by  Charle5 

Carroll  of  CarroJltoa,  .n  th«  92^  y«a'"  of  his  o^e. 


(^WILT  4f^ 


'li!i 


J/un<,i^m^M''4^ 


While  the  Simplon  Tun- 
nel, under  consideration  for 
twenty -seven  years,  but 
now  building  through  the 
Alps,  connecting  the  Swiss 
Railway  terminus  at  Brique 
and  the  Italian  terminus- at 
D'Ossola,  twelve  and  a  half 
miles,  and  to  cost  $13,500,- 
000  when  completed,  is  the 
most  gigantic  undertaking 
of  its  kind,  still  the  tunnel 
built  by  the  Baltimore  and 
Ohio  Railroad  to  connect 
their  main  line  with  their 
Philadelphia  Division  is  of 
so  much  more  importance 
to  us  that  it  is  worth  while 
to  give  quite  a  description 
of  it. 

This  tunnel,  started  Sep- 
tember 13, 1 890,  was  opened 
for  traffic  May  i,  1895,  with- 
in the  short  period  of  four 
years,  seven  months,  and 
eight  days. 

The  Belt  Line,  of  which 
the  tunnel   is  a  part,  is   7.2 


^]l-'■J) 


THE    TUXXEL.  123 

miles  long  (the  tunnel  proper  being  7,340  feet).  This  work  gave 
employment  to  2,400  men,  and  cost  the  company  $7,000,000. 
This  was  a  triumph  of  science  and  skill,  an  evolution  marking  a 
distinct  era  in  the  world's  progress 

FROM   HORSE   POWER  TO   STEAM,    FROM   STEAM  TO   ELECTRICITY. 

For  many  years  the  cars,  both  freight  and  passenger,  of  this 
company  were  drawn  through  the  city  by  horses,  ten  or  twelve  to 
each  car,  driven  tandem.  The  jingling  of  bells  and  the  shrill  whis- 
tle of  the  driver's  bugle  gave  notice  of  the  approach  of  this  strange 
spectacle  to  the  visitors  of  the  city. 

From  the  circuitous  street  route,  the  more  circuitous  one  of  a 
ferry  from  Locust  Point  to  Canton  was  adopted.  This  was  tedi- 
ous and  unpleasant  to  the  traveling  public,  as  well  as  slow  and 
costly  in  the  movement  of  freight — the  other  roads  had  their 
through  connections,  and  the  Baltimore  and  Ohio  suffered  by  com- 
parison. But  the  management  rose  to  the  magnitude  of  the  situ- 
ation, and  built  the  tunnel  at  a  cost  of  "  seven  millions  of  dollars." 

Says  one  of  the  officials :  "You  understand,  of  course,  that  our 
main  object  in  using  electric  motors  through  the  tunnel  is  to 
relieve  our  passenger  trains  of  the  annoyance  of  gas  and  smoke 
engendered  by  passing  trains.  We  can  build  locomotive  engines 
powerful  enough  to  pull  through  the  tunnel  any  train  that  we  can 
haul  outside  of  it.  The  gain  to  the  traveling  public  through  the 
use  of  the  electric  motor  is  in  the  exemption  from  the  annoyance 
of  engine  smoke  and  gas  while  passing  through  the  tunnel." 

This  enterprise,  gigantic  as  it  was,  demonstrated  two  impor- 
tant points : 

First,  that  the  Baltimore  and  Ohio  was  determined  to  keep 
apace  with  the  demands  of  the  public,  and  second,  that  this  fore- 
thought and  business  judgment  gave  to  the  world  the  first  success- 
ful application  of  the  electric  motor  to  the  propelling  of  not  only 
trains,  but  the  heaviest  trains ;  and  that,  too,  at  high  speed. 


124  FIRST    CHARTER. 

A  short  resume  shows  this  road  to  ha\'e  been 

The  first:  To  obtain  a  charter,  February  27,  1827,  an  instru- 
ment that  has  been  a  model  for  succeeding  railroad  cor- 
porations. 

The  first:  To  select  a  Board  of  Directors,  April  23,  1827,  and  of 
which  the  venerable  Charles  Carroll  of  Carrollton,  the  only 
surviving  signer  then  of  the  Declaration  of  Independence, 
was  a  member,  and  who,  officiating  in  his  capacity  as  such, 
threw  the  first  spadeful  of  dirt  July  4.  1828,  the  day  on 
which  the  first  stone  was  laid,  saying:  "/  consider  this 
among  the  important  acts  of  my  life,  second  only  to  that  of 
signing  the  Declaration  of  Independence,  if  second  even  to 
that:' 

The  first:  To  utilize  locomotive  power,  Peter  Cooper  having 
placed  the  first  locomotive  ever  built  in  America  upon  this 
road. 

The  first:  To  employ  electricity  as  a  means  of  communication. 
It  had  the  first  telegraph  line  in  the  world,  and  over  which 
was  sent  the  first  message:  "What  hath  God  wrought?" 
At  first  the  simple  trolley  or  overhead  method  of  conducting 
the  electricity  was  adopted.  This  has  been  superseded  by 
what  is  known  as  the  third  rail.  This  rail  is  laid  through 
the  station  at  the  standard  height  and  on  the  insulators  in 
the  regular  way,  but  it  is  completely  covered  over,  the  con- 
ducting shoe  being  allowed  to  make  contact  through  a 
wooden  covered  slot,  supported  by  iron  members  from  the 
under  side. 

The  first :  To  issue  a  time-table,  notifying  the  people  when  to  be 
at  the  stations. 

The  first :  To  successfully  employ  electricity  as  a  motive  power, 
thus  demonstrating  to  the  world  the  entire  feasibility  of 
this  subtile  yet  powerful  agency  in  transportation,  either 
for  tonnage  or  speed. 


INTRODUCTION    OF    ELECTRICITY. 


125 


While  this  road  has  been  first  in  so  many  distinctive  features, 
it  is  pecuUarly  worthy  of  the  mention  of  still  another  fact,  that, 
through  all  its  vicissitudes,  it  bears  without  change  its  original 
charter  name,  The  Baltimore  and  Ohio  Railroad  Company. 


The    history  of    this    road    is   a    fulfillment    of    the    poet's 
prophecy : 

For  I  doubt  not  thro'.the  ages  one  increasing  purpose  runs, 
And  the  minds  of  men  are  widened  with  the  process  of  the  suns. 


THE  SOUTH  TERMIXAL  STATION'. 

For  the  past  decade  all  the  railroad  companies  seem  to  have 
vied  with  each  other  in  an  effort  to  furnish  the  traveling  public 
with  the  most  splendidly  equipped  and  luxuriously  furnished 
stations.  There  was  dedicated  December  30.  1898,  and  opened 
January  i,  i8gg,  in  the  city  of  Boston,  what  is  known  as 


The  South  Terminal  Station. 


The  ground  upon  which  this  station  is  erected — covered  by 
station  buildings  alone — is  thirteen  acres,  the  entire  possessions 
being  thirty-five  acres.  The  front  of  the  main  station  is  an  arc  of 
a  circle  228  feet;  length  of  the  main  station  850  feet,  maximum 
width,  725  feet;  giving  floor  area  of  506,430  square  feet.  Total 
length  of  building  on  street  front,  3,300  feet.  Height  from  side- 
walk to  top  of  eagle,  135  feet ;  to  top  of  flag  pole,  200  feet.   Train- 

(126) 


THE    SOUTH    TERMINAL    STATION.  127 

-shed:  Length,  602  feet ;  width  middle  span,  228  feet ;  area,  137,256 
square  feet.  Train-shed  is  in  three  spans,  with  one  sweep. 
Tracks:  Total  length  fifteen  miles;  under  roof  four  miles. 

The  Midway.  The  space  between  the  head-house  and  the 
train-shed  proper,  called  the  midway,  is  directly  over  the  sub- 
urban station,  and  this  area  is  supported  upon  steel  columns. 
The  floor  is  610  feet  long  and  an  average  of  90  feet  broad.  This 
floor  has  an  inclination  of  one  foot  between  the  end  of  the  train- 
shed  and  the  rear  end  of  the  head-house.  The  midw^ay  roof 
is  anchored  at  the  head-house  end  of  each  truss,  and  is  supported 
at  the  train-shed  end  by  eye-bar  hangers  directly  from  the 
lower  chord. 

The  conditions  which  governed  the  architecture  of  the  mid- 
way roof  were  as  follows :  A  fiatiron-shaped  area  with  a  minimum 
and  maximum  width  of  50  and  130  feet,  respectively;  a  demand 
that  it  should  not  be  high  enough  to  shut  out  light  from  the  end 
of  the  train-shed  or  from  the  offices  of  the  head-house;  so  ar- 
ranged that  light  and  ventilation  should  be  had  from  the  main 
waiting  room;  and  without  any  post-supports  in  the  midw^ay. 
All  the  connecting  roof  trusses  are  of  the  riveted-lattice  type. 
The  floor  of  the  midway  is  of  marble  mosaic;  the  walls  have  a 
high  dado  of  enameled  brick  and  a  polished  granite  base  above 
the  dado ;  the  walls  are  of  plaster. 

There  are  three  great  doorways  of  polished  granite  and  two 
verd -antique  marble  drinking  fountains ;  the  room  has  modeled 
stucco-coffered  ceiling  with  beams  four  feet  deep. 

The  Head-House.  The  main  entrance  to  the  station  is 
at  the  intersection  of  Federal  Street,  Summer  Street,  and  At- 
lantic Avenue;  and  it  is  here  that  the  main  architectural  fea- 
tures of  the  station  are  found  and  the  grand  make-up  of  the  whole 
conception  can  be  judged.  The  building  extends  from  this 
entrance  792  feet  along  Atlantic  Avenue  and  along  Summer 
Street  672  feet,  then  turning  the  corner  of  Dorchester  Avenue, 


128  THE    SOUTH    TERMINAL    STATION, 

it  extends  725  feet  farther,  making  the  total  street  frontage  of 
the  head-house  2,189  feet,  or  nearly  one  half  mile.  The  five- 
story  building,  or  main  office  building,  in  the  middle  of  which 
is  the  main  entrance,  is  875  feet  long;  of  this  228  feet,  or  the  por- 
tion at  the  main  entrance,  is  curved.  In  front  of  the  building,, 
opposite  the  center  of  the  main  entrance,  there  stands  an  orna- 
mental polished  granite  column  upon  a  heavy  polished  granite 
base,  to  carry  four  large  electric  lights,  with  sufficient  candle- 
power  to  light  up  the  entire  vicinity  of  the  entrance,  affording 
protection  as  well  as  light  to  passengers.  This  column  is  forty 
feet  high. 

The  women's  room  is  44  feet  by  34  feet,  with  lounges  for  the 
grown-up  people,  cribs  and  cradles  for  the  children. 

Adjoining  the  women's  room  there  is  a  free  and  a  pay  lava- 
tory. East  of  the  main  entrance,  and  facing  the  midway,  is 
the  lunch  room,  73  feet  by  67  feet,  with  marble  mosaic  floor  and 
wainscoted  with  enameled  brick.  Beyond  and  in  the  corner 
of  the  lunch  room  is  a  stair  and  elevator  hall  to  the  dining  room 
on  the  second  floor.  Thus  it  will  be  seen  that  there  is  here  every 
facility  for  the  anxious  as  well  as  for  the  weary.  The  waiting 
room  is  furnished  most  comfortably — length  228  feet  by  65 
feet;  seating  capacity  of  dining  room  and  lunch  room  500- 
persons. 

The  heating  with  hot  water  is  both  direct  and  indirect — the 
water  is  forced  around  the  basement  of  the  buildings  through 
main  pipes  about  three  quarters  of  a  mile  long,  which,  with  the 
return,  makes  a  complete  circuit,  warming  about  5,000,000  cubic 
feet  of  space. 

Neither  is  it  intended  to  shovel  snow  from  the  main  roof. 
All  the  down-spouts,  which  are  eight  inches  in  diameter,  and 
generally  60  feet  apart,  are  covered  with  jackets,  and  steam 
pipes  have  been  run  between  the  spouts  and  the  jackets  to  keep 
them  from  freezing  in  even  the  coldest  weather. 


THE    SOUTH    TERMINAL    STATION.  129 

The  Power  Plant  buildings  are  substantial,  hard  burned  brick 
buildings,  with  granite  trimmings  and  flat  gravel  roofs  upon  steel 
trusses.  They  are  forty  feet  wide,  two  stories  high,  with  an 
aggregate  length  of  580  feet. 

The  other  engineering  equipments  are  very  elaborate,  including 
not  only  heating  and  lighting,  but  also  ice-making  and  air-com- 
pressing apparatus  for  filtering  and  cooling  the  drinking  water. 

The  buildings  containing  this  equipment  have  been  so  planned 
as  to  obstruct  as  little  as  possible  the  tracks,  hence  the  tandem 
fashion. 

For  safety,  it  is  claimed  that  the  interlocking  and  signaling 
is  the  most  perfect  of  to-day.  Lever  movements  are  said  to  be 
daily,  44,264.  The  number  of  tracks  entering  the  station,  32; 
of  these  28  are  on  the  main  floor,  and  four  in  the  shape  of  two 
loop-tracks  on  lower  floor.  Length  of  tracks  under  roof,  four 
miles ;  number  of  tracks  through  the  throat  in  yard,  8  for  main 
floor,  4  for  lower  floor.  Total  weight  of  rail,  2,500  tons.  Num- 
ber of  double  slip-switches,  371,  of  switches,  252;  number  of 
frogs,  283;  number  of  semaphore  signals,  150;  number  of  signal 
lamps,  200;  number  of  levers  in  towers  Nos.  i  and  2,  154. 
Capacity  of  tracks  in  shed,  main  floor,  282  cars;  number  on 
lower  floor,  loop  station,  cars,  60 ;  seating  capacity  for  the  above 
cars,  28,104  people.  Adding  to  these  express  and  mail  cars, 
will  make  a  grand  total  of  613  cars. 

Locating  tracks  upon  two  floors  is  a  departure  from  former 
precedents.  The  upper  is  for  the  main  line  business — the  lower 
for  the  suburban  travel.  The  loop  avoids  much  of  the  switching, 
and  is  therefore  an  economical  factor  with  respect  to  the  element 
of  time. 

Some  estimate  may  be  formed  of  the  immensity  of  this  plant. 
It  is  said  that  there  are  twenty-four  prominent  buildings  in  the 
city  of  Boston,  all  of  which  could  be  enclosed  within  the  grounds 
covered  by  this  one  structure. 


130 


TH2    SOUTH    TERMINAL    STATION. 


TRAIN-SHED 


DIAGRAM  OF  TRACKS. 


THE    SOUTH    TERMINAL    STATION. 


131 


It  was  thought  at  first  that  the  cost  would  be  $4,000,000. 
This,  however,  has  been  largely  exceeded.  The  work  haS'  given 
employment  daily  to  1,000  men,  and  this  during  the  several 
years  of  construction;  years  of  "hard  times." 

As  all  railroads  must  have  accurate,  standard  time,  it  was 
thought  that  the  crowning  ornament  of  this  station  should  be  a 
clock  whose  faces  could  be  seen  from  all  points  of  the  compass ; 
hence  in  the  tower  is  placed  such  "a  time-piece"  twelve  feet  in 
diameter,  with  a  granite  Eagle  perched  above,  eight  feet  high, 
eight  feet  across,  ever  reminding  every  patriotic  American  of 
the  national  emblem  of  his  country : 

"  Our  country  unrivaled  in  beauty, 

And  splendor  that  can  not  be  told. 
How  lovely  thy  hills  and  thy  woodlands 

Arrayed  in  a  sunlight  of  gold ; 
The  Eagle,  proud  King  of  the  mountain, 

Is  soaring  majestic  and  free  ; 
Thy  rivers  and  lakes  in  their  grandeur, 

Roll  on  to  the  arms  of  the  sea." 

There  is  upon  the  banks  of  the  Cumberland  a  modest  struc- 
ture, but  with  all  the  appliances  and  conveniences  of  the  most 
modem  station,  the  Louisville  and  Nashville,  at  Nashville. 


l^iLli 


"""•iliflt 


THE  PENNSYLVANIA  RAILROAD  TERMINAL. 


JAV  HOl^MOHJ. 


The  vScri])tures  say :"  I 
will  pour  out  my  spirit 
upon  all  flesh,  and  your 
sons  and  your  daughters 
shall  prophesy,  your  old 
men  shall  dream  dreams, 
your  young  men  shall  see 
visions." 

It  is  related  that  Mr. 
.Vustin  Corbin,  the  build- 
er of  the  Long  Island 
Railroad,  dreamed  that 
the  little  system  he  was 
building  would  become 
the  main  line  of  a  great 
railroad  system  that 
would  greatly  shorten 
the  distance  between 
America  and  England, 
Alontauk  Point  and  Mel- 
ford  Haven  being  the 
terminals.  Mr.  Corbin, 
without  enjoying  the 
realization  of  his  con- 
ception, died,  1896,  and 
it  has  been  left  to  the 
"young  men,"  the  offi- 
cials of  the  Pennsylvania 
and  the  Long  Island,  not 
only  to  "see  visions," 
but    the    realities,    and 


(132) 


THE    PENNSYLVANIA    RAILROAD    TERMINAL.  133 

hence  we  find,  December,  1901,  "the  Pennsyh^ania-New  York 
Extension  Railroad  Company  is  incorporated  with  a  $10,000,000 
capital.  "  The  work  will  require  the  expenditure  of  $40,000,000, 
while  an  addition  of  over  $10,000,000  more  will  be  invested  in 
electric  equipment,  power-house,  and  electric  engines.  The 
$40,000,000  for  the  work  proper  will  be  divided  into  three 
items.  The  Hudson  River  Tunnel  from  the  ferry  approach  to  the 
Central  Station,  in  New  York  city,  will  cost  (estimated)  $20,000,- 
000;  the  New  York  city  station,  located  between  Seventh  and 
Nmth  Avenues  and  between  Thirty-first  and  Thirty-third  streets, 
including  the  land,  w411  cost  not  less  than  $10,000,000,  while  the 
East  River  Terminal,  from  the  New  York  city  station  to  Long 
Island,  will  cost  $10,000,000  more. 

The  Hudson  River  Tunnel  will  begin  from  the  new  terminal 
station  which  the  Pennsylvania  will  build  on  the  600  acres  of  the 
Hackensack  Meadows.  The  line  will  descend  with  a  grade  oi  ij4  per 
cent  till  near  the  western  shore  of  the  Hudson  River ;  the  double 
track  here  will  be  split,  each  line  being  carried  in  a  separate 
tube  i8>^  feet  in  diameter  on  the  inside  and  ig}4  feet  on  the 
outside. 

The  line  of  the  road  continues  to  descend  until  midstream, 
where  it  will  be  about  100  feet  under  the  bed  of  the  river.  Then 
it  will  ascend  again  with  the  same  inclination  to  Thirteenth 
Avenue,  about  the  foot  of  Thirty-third  Street,  the  line  of  the 
road  being  ten  feet  below  the  bed  of  the  river.  Continuing  to 
ascend  with  the  same  inclination,  the  line  will  be  forty  feet  above 
the  bed  of  the  river  at  Tenth  Avenue,  and  a  hundred  feet  above 
the  river  bed  and  forty  feet  below  the  surface  of  the  street  at 
Eighth  Avenue. 

The  New  York  Station  w411  be  a  magnificent  architectural 
structure,  1,500  feet  long  and  520  feet  wide.  This  structure  will 
be  chiefly  four  large  and  symmetrical  buildings,  nine  stories  high, 
covered  by  steel-turreted  arches  covered  with  glass.     The  station 


134  THE    PENNSYLVANIA    RAILROAD    TERMINAL. 

proper  will  be  located  below  the  level  of  the  street,  while  peeping 
above  there  will  be  a  bridged  incline  leading  to  a  platform  one  hun- 
dred feet  long,  where  will  be  access  to  the  waiting  room,  the  eleva- 
tors, and  the  stairways  leading  to  the  tracks.  Near  the  platform 
will  be  located  the  baggage  room,  reached  by  another  bridged  in- 
cline. A  carriage-way  will  extend  around  the  entire  building.  En- 
trances and  exits  for  both  passengers  and  carriages  will  be  located  at 
different  points,  thus  avoiding  congestion.  The  waiting  room  will 
be  located  about  the  center  of  the  station,  and  below  the  street  sur- 
face. The  tracks  will  be  on  the  second  floor,  below  the  surface  of 
the  street.  There  will  be  25  tracks,  with  lY^.  miles  of  platform. 
This  will  not,  however,  be  a  terminal— only  a  way  station,  simply 
a  place  to  load  and  unload  passengers.  The  trains  will  continue 
through  to  the  other  end  of  the  station.  From  Seventh  Avenue 
to  Long  Island  the  road  will  continue  a  double-track  deep 
tunnel. 

On  reaching  Fourth  Avenue  another  station  will  be  constructed, 
to  be  connected  with  the  one  already  built  for  the  New  York  Rapid 
Transit  Road.  The  tunnel  will  then  continue  to  run  under  Thirty- 
third  Street  and  descend  toward  the  western  shore  of  the  East  River. 
Here  the  double  track  will  be  split  into  two  single  tracks — par- 
allel tubular  tunnels  of  the  same  dimensions  of  those  to  be  built 
under  the  Hudson  River.  From  the  center  of  the  East  River 
the  line  of  the  road  will  ascend  again  until  underneath  its 
eastern  shore.  Here  the  two  parallel  single-track  tunnels  will 
join  again,  and  the  road  will  continue  in  a  double-track  tunnel 
to  the  Long  Island  Station.  Here  a  change  of  motive  power 
will  be  made,  and  the  trains  will  move  on,  propelled  by  steam,  to 
Montauk  Point. 

Near  Montauk  Point  is  a  beautiful  sheet  of  water  known  as 
Fort  Pond  Bay.  It  is  deep  enough  and  spacious  enough  to  float 
the  largest  steamers.  This  harbor  then  is  the  natural  terminus 
of  this  tunnel  scheme,  which  is  intended  to  make  the  Long  Island 


THE    PEXXSYLVAXIA    RAILROAD    TERMINAL. 


135 


Railway  System  merely  a  link  in  a  vast  chain  that  shall  prac- 
tically reach  from  the  Pacific  to  and  across  the  Atlantic,  closely 
uniting  all  America  with  Europe.  The  Boston  Subway  and 
the  New  York  Transit  Railroad  afford  the  most  recent  and  best 
examples  of  this  mode  of  construction.  They  form  landmarks 
along  the  line  of  progress  in  the  art  of  tunneling. 

This  underground  road 
will  be  five  miles  long,  and 
need  an  excavation  of  1,900,- 
000  cubic  yards  of  earth.  But 
on  account  of  the  proficiency 
of  the  engineering  profession 
of  to-day  the  undertaking 
will  not  be  more  difficult 
than  the  driving  of  any  or- 
dinary tunnel  built  for  other 
railroad  purposes. 

The   great  result  of  this 
stupendous  undertaking  will 
l)e  the  gain  to  the  traveling 
public,  to  commerce,  in  the 
shortening  of  the  ocean  voy- 
[age,  and  [of  ^the  time  saved 
between  |the    Western    and 
Southern  cities  and  the  city 
of  New  York.    The  greatest 
J^lessing  will  be  the  conven- 
ience and  facility  it  will  give  to  the  dense  population,  stifled  in 
the  city,  to  enjoy  free  access  to  the  pure  air  of  the  country.    - 
Commercially:  The  burthen  of  Austin  Corbin's  dreams— his 
visions— his  "shibboleth"  will  be  reahzed : 


SECTION  OF  THE  TUNNEL  ON   ENLAR&CD  SCALE 


SOX'TO'-K-^tr'^, 


'Across  the  AtlaxticJix  Five  Days." 


136 


TRANS  SIBERIAN    RAILROAD. 


Length  of  Trans-Siberian  Railroad,  from  St.  Petersburg  to 
Vladivostock,  5,785.9  miles;  to  Port  Arthur,  5,903.9  miles. 

The  longest  railroad  in  the  United  States,  3,065  miles. 

According  to  M.  de  Wallant,  the  Russian  Charge  d 'Afifairs,  the 
total  cost  of  the  Siberian  Railroad,  with  all  its  branches  and  auxil- 
iary undertakings,  will  be  $390,000,000.* 

The  tremendous  importance  of  this  great  railroad,  from  both 
commercial  and  political  standpoints,  can  hardly  be  overestimated. 
It  promises  to  establish  an  avenue  of  commerce  which  will  change 
the  channels  through  which  trade  has  flowed  for  centuries. 

*It  is  but  just  to  state  here  that  a  shrewd  American  engineer  named  ColHns 
suggested  to  the  White  Czar  himself  the  feasibiUty  of  this  route,  and  it  is  said  that 
the  present  location  of  the  road  is  practically  along  the  hne  surveyed  by  Collins  (1857) 
under  the  direction  of  the  Russian  Government. 


TRANS-SIBERIAN    RAILROAD. 


137 


It  also  establishes  the  power  of  Russia  in  all  Asia  so  firmly  that 
a  combination  of  all  Europe  could  hardly  make  the  Bear  retreat. 
It  makes  it  possible  by  the  present  circuitous  route  to  circle  the 
globe  in  thirty-three  days,  but  when  the  projected  lines  of  America 
and  the  resultant  lines  of  Asia,  as  indicated  by  the  above  map, 
are  completed,  then  this  trip  will  be  still  shorter. 

These  railways  and  the  waterway  across  Bering  Strait  com- 
pleted, and  we  shall  have  on  the  one  hand  the  dream  of  Napoleon 
verified : 

"  The  Franco-Russo- American  Alliance.'' 

But  on  the  other  hand,  and  far  beyond  this,  will  be  fulfilled 
Benton's  prophecy.  The  soldiers  are  Napoleon — War;  the 
trains    are     Benton — Peace.      Nearly   one    hundred   years    ago 


138 


TRANS-SIBERIAN    RAILROAD. 


Napoleon  saw  in  a  vision  the  political  complications  into  which 
Europe  is  now  drifting,  but  his  dreams  were  of  camps  and  soldiers 
— he  knew  nothing  of  the  peaceful  power  of  steam. 

Whatever  may  be  the  outcome  in  regard  to  our  own  country 
when  the  Siberian  Railroad  is  opened  throughout  its  extent,  one 
thing  is  certain,  it  will  mean  the  Russianizing  of  China,  with  the 
loss  of  trade  to  England  and  Japan. 

Just  fifty-three  years  ago,  Mr.  Benton,  in  a  speech  in  St. Louis, 
gave  utterance  to  the  following : 

Let  us  beseech  the  National  Legislature  to  build  a  great  road  upon  the  great 
national  line  which  unites  Europe  and  Asia — the  line  which  will  find  on  our  continent 
the  Bay  of  San  Francisco  on  one  end,  St.  Louis  in  the  middle,  and  the  great  national 
metropolis  and  emporium  at  the  other,  and  which  shall  be  adorned  with  its  crowning 
honor,  the  colossal  statue  of  the  great  Columbus,  whose  design  it  accomplishes,  hewn 
from  a  granite  mass  of  a  peak  of  the  Rocky  Mountains,  the  mountain  itself  the  pedes- 
tal, and  the  statue  a  part  of  the  mountain,  pointing  with  outstretched  arm  to  the 
western  horizon,  and  saying  to  the  flying  passengers: 

There  is  E.ast;  There  is  India. 

A  bill  has  been  introduced  at  Washington  to  grant  a  right 
of  way  for  a  railway  across  Alaska,  from  Cook's  Inlet  to  Bering 
Strait. 

The  Advance  Agent  of  the  Railroad. — The  Trans-Alaskan  Company  has  estab- 
lished a  coach  line  lietween  St.  Michael  and  Cape  Nome  which  is  intended  as  a  fore- 
runner of  a  railway  line  which  will,  if  present  intentions  are  carried  out,  extend  to 
Port  Clarence  on  Bering  Strait.  The  members  of  the  company  are  California  capi- 
talists, who  believe  that  along  this  route,  the  greater  part  of  which  is  practically  unex- 
plored, will  be  found  vast  deposits  of  ore. 


EAST  CAPE. 


CAPE  PRINCE  OF  WALES. 


BRIDGE    AND    TUNNEL. 


139 


The   North    River   Bridge. 

AS  AN  ILLUSTRATION  OF  THE  CATENARY  CURVE. 

This  is  to  be  a  suspension  bridge. 
Central  span,  3,100  feet ;  end  spans,  each, 
1,850  feet ;  or  the  whole  will  be  6,800  feet 
— over  I  %  miles  in  length. 

The  anchorages,  with  the  buildings  on 
top,  will  be  250  feet  high,  and  the  towers 
580  feet,  or  more  than  twice  the  height 
of  the  Brooklyn  Bridge  towers. 

There  are  to  be  eight  railroad  tracks — 
these  may  be  increased  to  fourteen.  Its 
cost,  for  eight  tracks,  without  right  of 
way,  interest,  and  administration  ac- 
count, will  be  (estimated)  $21,000,000. 

The  Stability  of  this  Bridge. 

It  is  a  practical  application  of  the 
principle  of  the  catenary  curve,  the  cen- 
ter of  gravity  being  below  instead  of  above 
the  points  of 
support.  It  is 
demonstrated 
in  the  higher 
mathematics 
to  be  the  curve 

of  greatest  stability,  and  inverted  forms 
the  arch  of  greatest  resistance. 

Mr.  Jefferson,  a  man  wiser  than  his 
generation,  seemed  to  understand  the 
superior  merits  of  this  curve: 

To  say  another  word  of  the  catenarian  arch  .  .  . 
Its  nature  proves  it  to  be  in  equilibrio  in  every 
point. — Jefferson  Correspondence. 


THE  PRESS.  THE  SCHOOL,  THE  RAILROAD. 


The  three  great  factors  of  modern  civihzation  are  the  Printing 
Press,  the  Pubhc  School,  and  the  Railroad.  "The  newspaper  fur- 
nishes the  matter,  the  public  school 
prepares  the  reader,  and  the  railroad 
carries  the  printed  page  to  every 
hamlet,  town,  and  city.  The  news- 
paper furnishes  a  daily  exhibit  of  the 
important  doings  of  all  nations.  This  brings  about  a  perpetual 
education  on  the  part  of  each  citizen,  and  throughout  his  life  he 


learns  every  day 
better  the  meth- 
which  explain 
human  beings, 
over  the  whole 
to  each  person 
a  village  on  a 
to  the  daily 
thereby  moves 
city.     The   rail- 


to  understand 
ods  and  ideas 
the  actions  of  all 
his  fellow-men 
earth.  It  gives 
who  lives  near 
railroad  access 
newspapers  and 
him  into  the 
road  performs 


the   great    function    of    connecting   the   rural   population   with 

the  city  population — the  union  of  the  city  and  the  country  is 

the  product  of  the  railroad. "  Hence 

the  printing  press,  the  public  school, 

and  the  railroad  may  be  considered 

at  least  as  the  trinity  of  American  '■'^''^Sr^^ 

civilization.  fi 

The  late  President,  William  Mc- 
Kinley,  said  "Commerce  follows  the  Flag."  The  course,  how- 
ever, in  these  matters  is  changed :  The  Flag  follows  the  School- 
house,  the  Printing  Press,  and  the  Railroad. 

(140) 


THE    PIONEER    SCHOOL 

LASELL   SEMINARY 

FOR    YOUNG   WOMEN. 


AUBURNDALE,    MASS.    (WiTHIN    TEN    MlLES   OF    BOSTON.) 

Aims. — We  aim  to  continue  through 
the  years  spent  at  school  the  influence 
of  refined  Christian  association  and 
oversight,  and  to  make  the  "atmos- 
phere of  culture"  conducive  to  the 
training  of  girls  for  their  distinctive 
duties  in  home  life. 

English  Language. — While  main- 
taining a  thorough  classical  course  for 
pupils  desiring  it,  and  sending  repre- 
sentatives to  the  best  colleges  open  to 
women,  our  own  regular  course  em- 
phasizes the  study  of  the  P^nglish 
language  and  literature,  history,  and 
natural  science,  with  the  emphasis  on 
their  help  in  home  life. 

The  Art  of  Expres.siox. — General 
lectures  and  careful  individual  training 
are  given  in  the  Art  of  Expression. 
Many  a  w'oman  fails  through  some 
inaptness  of  manner,  of  speech  or 
movement,  or  through  some  hindering 
self-consciousness  or  self-di.strust,  to  reach  that  position  of  influence  to  which  her 
intellectual  capacity  and  excellence  of  character  entitle  her ;  while  many  another 
of  simpler  gifts  multiplies  her  power  by  the  winsomeness  of  attractive  presence. 
Other  things  being  equal,  this  rare  quality  of  restful,  in.spiring  presence  is  the 
charm  of  domestic  and  social  life. 

We  have  teachers  of  the  first  rank  for  various  branches  of  Music  and  native 
instructors  for  French  and  German. 

Cooking  and  Dress-cutting.— Thorough  instruction  is  given  in  cooking, 
dress-cutting,  millinery,  and  other  domestic  arts,  the  new  building  having  lecture 
and  work  rooms  especially  fitted  up  for  this  purpose.  In  this  first  attempt  to  teach 
practical  housekeeping,  it  has  been  clearly  demonstrated  that  domestic  science 
can  go  hand-in-hand  with  other  branches  of  education.  This  practice-work  is 
supplemented  by  two  courses  of  lectures  on  "Science  Applied  to  Housekeeping." 
The  course  of  lessons  on  invalid  cookery  is  very  popular.  The  work  takes  the 
place  of  the  daily-prescribed  physical  exercise,  and  seems  a  perfect  antidote  for 
nervous  ])rostration.     The  regular  line  of  studies  is  in  no  way  interfered  with. 


IHK     SI.AIN     KNIKANCK 


A  younjr  lady,  a  former  j^raduate,  writes:  "I  feel  thai  the  Kxperiniental 
Hou.sekeepinj<  has  given  us  a  very  valuable  bit  of  practical  experience.  One  can 
not  really  understand  the  work  about  a  kitchen  until  one  actually  does  that  work 
herself.  Even  if  we  should  never  again  be  obliged  to  do  that  work  ourselves,  the 
better  understanding  of  how  to  direct  others  in  a  systematic  way  will  be  in  itself 
invaluable." 

Another  says:  "  Experiment  Hall  is,  in  my  estimation,  an  assured  success  in 
its  practical  usefulness.  It  is,  I  firmly  believe,  one  of  the  best  of  the  advantages 
offered  by  Lasell  to  its  students.  By  means  of  this  course  I  have  learned  more 
about  cooking  and  housekeeping  than  I  ever  could  have  learned  in  other  ways. 
The  systematic  arrangement  of  all  the  work,  and  the  training  it  gives  in  the 
art  of  managing,  makes  it  especially  useful  to  the  student  after  school  days  are 
over,  for  one  does  not  easily  forget  what  has  been  acquired  by  actual  practice  in 
any  art.  I  should  advise  every  one  who  can,  to  take  a<l vantage  of  this  excellent 
opportunit}'  of  learning  the  art  of  good  housekeeping  in  this  most  effectual,  prac- 
tical and  satisfactory  way." 

Common  Law  and  Sanitation. — Lectures  on  connnon  law  are  given  by  an 
eminent  Boston  lawyer,  and  on  home  sanitation  by  a  lady  well  known  in  Boston 
educational  circles.     In  the.se  two  branches,  also,  Lasell  led  all  schools. 

Special  Phy.sical  Culture — Daily  physical  exercise,  prescribed  for  indivi- 
dual needs  as  ascertained  by  careful  measurejnent  and  te.sts  of  strength,  is  expect- 
ed of  all  pupils,  both  as  a  condition  of  health  and  of  that  physical  poise  and  self- 
possession  which  constitutes  so  large  an  element  of  the  best  social  success. 

The  Gymnasium. — The  Gymnasium  was  furnished  under  the  direction  of  Dr. 
Sargent,  of  Cambridge,  and  has  the  supervision  of  a  lady  who  is  a  graduate  from 
his  training-school  for  teachers.  The  health  of  students  is  considered  of  the  first 
importance  ;  and  all  the  arrangements  of  the  Seminary  are  made  with  the  end  in 
view  that  those  educated  in  it  become  well-developed,  vigorous,  and  graceful 
women.  Abundant  time  is  given  for  open-air  exercise.  The  pleasant,  spacious 
grounds  afford  ample  room  for  out-door  sports. 

Bo.\TiNG. — It  is  a  regular  pastime  when  the  weather  permits.  The  School  has 
several  boats  upon  Charles  River  for  the  free  use  of  the  students. 

Swimming. —This  is  taught  in  a  tank  where  the  water  is  kept  warm,  winter 
and  summer — this  is  very  popular.  One  of  these  students  rescued  two  of  her 
mates  from  certain  drowning  while  on  a  vacation  visit  to  their  home. 

Military  Drill.— During  the  last  ten  years  military  drill  has  been  allowed 
as  a  substitute  twice  a  week  for  the  gymnastic  exercise.  The  purpose  is  to  make 
the  pupils  more  erect,  to  aid  in  acquiring  a  good  carriage,  and  to  train  to  instant 
obedience.     The  results  have  equaled  our  expectations. 

Excursions.— Our  vicinity  to  Boston  affords  al.so  abundant  opportunity  for 
pleasant  and   profitable  excursions,  eagerly  utilized  by  us. 

Dress. — The  dress  of  pupils  must  be  simple  and  inexpensive. 

To  secvire  place,  application  must  be  made  early,  as  many  are  refused  for  lack 
of  room.     For  illustrated  catalogue  address, 

C.  C.  br.\gdon. 


UJNlVhKMlY    Ut   C.ALll'UKJNlA  LliJKAKY 

Los  Angeles 

This  book  is  DUE  on  the  last  date  stamped  below. 


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